Cessna_Caravan_II F406 POH 1986 Cessna Caravan II
User Manual: Cessna_Caravan_II-F406-POH-1986
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ZI
uessnal
Information Manual
Cessna Aircraft Company
A
Memb€r ol GAMA
Model406
THIS MANUAL INCORPORATES INFORMATION
ISSUED
THRU REVISION 2 TO THE PILOT'S OPERATING HANDBOOK
AND FAA APPROVED AIBPLANE FLIGHT MANUAL DATED 1
JULY 1986.
COPYRIGHT O !995
C€ssna Aircraft Company
Wichita, Kansas USA
Original lssue - 1 Julv 1986
Dt624-13
MODEL 406
INTRODUCTION
CONTENTS
CONTENTS
SECTION
1 GENERAL
2-L
2 LIMITATIONS.......
3-1
3 EMERGENCY PROCEDURES ... "
4-l
4 NORMAL PROCEDURES .....
o-r
5 PERFORMANCE ..
6-1
6 WEIGHT AND BALANCE
? DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS 7-l
8-1
8 HANDLING,SERVICEANDMAINTENANCE
9-1
9 SUPPLEMENTS ..
Index-1
ALPHABETICAL INDEX .. "
.
.
Contents
Original lssue - 1 JulY 1986
SECTION
MODEL 406
1
GENERAL
SECTION I
GENERAL
TABLE OF CONTENTS
Page
..,.....7-2
DRAWING
........1-3
INTRODUCTION
.......1.4
ENGINES
.......... l-4
PROPELLERS
........1-5
FUEL..
....'.....1-6
- oIL .
.... 1-6
L.raxluuM cERTIFICATED wEIGHTS
....,.. 1-8
STANDARD AIRPLANE WEIGHTS
CABIN, BAGGAGE AND ENTRY DIMENSIONS . . . . . . , . , . . . 1-9
...1-11
SPECIFIC LOADINGS
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY ....... 1.11
....... 1-11
General Airspeed Terminology and Symbols
.....1-13
Meteorological Terminology
.......1-14
Power Terminology ....
Engine Controls and Instruments Terminology
'.... 1-15
Airplane Performance and Flight Planning Terminology . . . . 1-16
.....1-1?
Weight and Balance Terminology ...
THREE-VIEW
=r
Originat tssue - 1 July 1986
1-1
SECTION
1
MODEL 406
GENERAL
1.
NORMAL PROPELLER
TIP TO GROUND
CLEARANCE IS 0.85
TOTAL WING AREA
INCLUOING NACELLES AND
FUSELAGE WITHIN THE WING
PLANFORM IS 252.74 SQUABE
I\,IINIMUM TURNING DISTANCE IS
FEET. REFER TO FIGURE
7-t1 FOR ADOITION
INFORMATION.
63.39
*
l\,iAxll\,lUl\,1 HEIGHT OF
AIRPLANE WITH NOSE GEAR
DEPRESSED IS I3.93 FEET.
13.15'*
12.4e'J
Figure l.-1
THRED-VIEW DRAWING
Original lssue
NOTICE
AT THE TIME OF ISSUANCE, THIS INFOR.
MATION MANUAL WAS AN EXACT DUPLI.
CATE OF THE OFFICIAL PILOT'S OPERAT.
ING HANDBOOK AND FAA APPROVED
AIRPLANE FLIGHT MANUAL AND IS TO BE
USED FOR GENERAL PURPOSES ONLY.
IT wILL .|GI
U
KEPT CURRENT AND,
THEREFORE, CANNOT BE USED AS A
SUBSTITUTE FOR THE OFFICIAL PILOT'S
OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL
INTENDED FOR OPERATION OF THE AIR.
PLANE..
CESSNA AIRCRAFT COMPANY
ORIGINAL ISSUE - 1 JULY 1986
INTRODUCTION
MODEL 406
PERFORI,IANCE AND SPECIFICATIONS
PERFORMANCE AND SPECIFICATIONS
WXIGHT:
. ....
. .. ..
w;ishr
.
.
Meximum Rimo weisht
.
Malisrum Takebff
Miximurn Landine weiel't . .. .
Miiimum zero friet w;rshi
- With zerc wing Locker
SPEED At 8300 Pounds
. .. . .
Power
at
15,000
Manimurn Cruise
RANGE For 4?5 Gallons Usable At 6 7 Pounds per Galon (3183 pounds)
Cruise Power
Msximum
-
-
Payload
Feet
-A-10,000
..
......1027
Feet
At 20,000 Feet
..
..
1281
9435 Pounds
9360 Pounds
9360 Pounds
8500 Pound8
..
216 KTAS
Nauticall{ileg
236 KTAS
NauticalJvlihr
244 KTAS
--If
-Maximum Raose Power
io,000
f""t .........
At 20,000 Feet
... -...
u87 Nauti-,lviler
.....
1652 Neulical Miles
8.54 Hours
180 KTAS
194 KTAS
.
... .
..
. ...
1851 Feet Per Minutr
996 Feet Per Minut€
Above 30,000 Eeet
otal
LANDING
ST
: :. : .. :. :. :. bii,. i;J;d; p".'.uS"l"'FlS
...
. ::::::,idi.s81fi"::ii*t"J"Ltw;i:i
.
.
1f9l . : :. : :.
rit ir.
er
Eneine)
...:..:.,
:
.
..,
9 2
quartg
PRATT and WHITNEY CANADA INC.
urbine enclnes. flat rated to 500 shaft hoBepower at 1900 propeller RPM
sp"i,],
r,ii ;r;i ai,t ii"idi,iii'!, ii"*iii,r", ir,.i,i-br,i
i"ir, i:zb r#10515-2
rr; reserve
Itanee dats includes allowances for start, taxi, tskeoff, (iu,u, desc€nt and 45 '.l1?.at tFe particular cruisp power and altitude. Speeds shown sre ai mid-cmbe weigbt.
The above oerformance fiqures are bssed on lhe indicst€d weights strndqd atomslh€ric
conditions, level hard surfaie dry runways and no wind. They are cal.ulatecl values denved
fmm flighi uesls conduced by'the Ce;na Aireraft Cop.-numerow
-,1 urder carefiilv- dorumenled
factors allecting flight
conaitiois a"d wiu vary with individual airplanes anti
p€dormance.
1 June 1988
I
SECTION
MODEL 406
1
GENERAL
INTRODUCTION
This handbook consists of 9 sections and an alphabetical index as
shown on the Contents page. This handbook includes the material
required to be turnished to the pilot by FAR Part 23 and SFAR 41. It
also c-ontgins supplemental data. supplied.b.y Ces^sna Aircraft Company.
Specific information can be rapidly found by referring to the Con-tenis
page tor the appropriate section. then referring to the Table Of Contents
9rl ,ths ,{irs!-pqge of the appropriate section, or by the use of the
Arpnaoelrcal rnoex.
IIOTE
This hand.book includes the rnaterial reouired to
furnished to the pilot by the Federal Auiation
Regulations and additionil inlormation prouid.ed
by Cessna Aircraft Company and constiiutes the
FAA Approued Airplane Flight ManuaL
be
This handbook is not intended to be a zuide for basic flieht instruction or a training rnanual and should not be used as one. lt is not a
substitute. for alequate _and competent flight instruction, knowledge of
current airworthiness directives, applicable federal air regulations or
advisory circulars.
. Assuring the airworthiness of the airplane is the responsibility of the
airplane owner. Determining if the airplane is safe for nisha is the
responsibility of the pilot in command. The pilot is also responsible for
staying within _operating limitations as outlin;d by instrument markings,
placar&. and- this Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.
Section 1 of this handbook presents basic airplane data and general
information which will be of value to the nilot.
Original lssue
1-3
SECTION
MODEL 406
1
GENERAL
ENGINES
Number of
Engines:
2
Manufacturer: Pratt and Whitney Canada Inc.
Encine Model
Nu-mber:
Engine Type:
PTOA-112
Free T\rbine,
Reverse Flow Z-Shafb.
Compressor Stages
- and
TVpes: 3 axial stages,
TYPe:
Turbine Stages and Type:
Combustion Chamber
I
centrifugal
stage.
-
Annular
1 stage compression'
1 stage Power
Flat rated at
500 shaft horsePower'
Takeoff and Max Continuous: 500 shaft horsepower'
Maximum Climb and Cruise: 500 shaft horsepower'
Horsepower:
PROPELLERS
Number of
Propellers:
2
PropellerManufacturer: McCauleyAccessoryDivision
Number:
Number of Blades:
Propeller Diameter:
Propelier Tlpe:
Propeller Model
9910535-2
3
7.?5
Feet
-\
Constant speed, full and,auto
leathennq' reversrDle ano
hYdraulicallY actuated.
Propel-terBladeAngle:
(At-30-Inch,StaLion)
a) I eathered 6D.D uegrees
b) Low Pitch 18.5 Degrees
c) Full Reverse -13.5 Degrees
1-4
Original lssue
sEcTtoN
MODEL 406
1
GENERAL
FUEL
FUEL
GRADE (2}
JET A
JET A-1
JET 8
JP,1
JP.4
JP-5
JP-8
*AVrATroN
FOR TAKEOFF
'c
.
SPECtFtC
WEIGHT .
POUNDS PER U.S.
GALLON AT
(1)
6.7
6.7
-54
-54
-54
ASTTV-Dt655
MtL-L-56t6
(3)
MIL-T-5624
MtL-T-5624
MtL-T-831334
MIL-G-5572 AND
COLOR
60.F
ASTM-01655
ASTM.D1655
GASOLINE
{ALL GRADES)
*
FUEL
SPECIFICATIONS
MINIIiIUM FUEL
TEI''PERATURE
-54
COLORLESS
COLORLESS
COLORLESS
COLORLESS
COLORLESS
6.8
6.7
6.0
ASTM.D91O
COLORLESS
COLORLESS
80/87 RED,
lOO GREEN,
lOOLL BLUE
Aviation gasoline (all grades) is approved
for emergency use only.
Refer to Section z foi limidation reouirements anif Se;tion 8 for
fuel servicing information. A record oT total aviation gasoline used
must be recorded in Airplane Engine Maintenance Record.
NATO equivalents of the above fuels may be used.
.AVIATION GASOLINE IS RESTRICTED
TO EMERGENCY USE AND SHALL NOI: BE
USED FOR MORE THAN 150 HOURS IN
ONE OVERHAUL PERIOD.
.A
MIXTURE OF ONE PAR'T AVIATION
GASOLINE AND THREE PARTS OF JET A.
JET A.1, OR JP-s MAY BE USED FOR
EMERGENCY PURPOSES FOR A MAXI.
MUM OF 450 HOURS PER OVERHAUL PE.
RIOD,
.AUXILIABY BOOST PUMP MUST BE ON
WHEN USING AVIATION GASOLINE.
otE
Fuel used. mLlst contain an anti-icinp additiue in
compliance with MIL-l-27686E. Refdr to Section
8 for add.itionaL inforrnation.
Total fuel capacity (U.S. gallons): 481.5
Usable tuel (U.S. gallons): 475.0
Orioinal lssue
t-c
sEcTtoN
1
MODEL 406
GENERAL
otL
Refer to Section 8 for
Total Oil Capacity
(Per
Engine):
list of approved oils and specifrcations.
9.2 U.S. Quarhs
Drain and Refill
Quantity
(Fer Engine):
Approximately 8.4 U.S' Qua*s including oil filter'
Oil Quantity
O*"iiitr" Iianee:
- Fill Lo within 2 quarts of MAX HOT or MAX
COLD (as approprilte) on dipstick' Quart markings
indicate U.S. buart's low if oif is hot. For example, a
dipstick reading of 3 indicates the system ,is within 2
ou-att" of MAX if oil is cold and within 3 quarts of
MAX it ttre oil is hot.
NOTE
To obtain an accurate oil leuel reading, lt is
recommended. the oil leuel be cheched' uithin 10
minutes after engine shutdown while the oil is
or prior to the firs-thot (MAX HOT marhing)
ttisht of th.e duv while the 6iI is cold (MAX
'C1LD
mdrkinil: II rnore than 10 minutes has
since engine shutdown, and engine is
stiil uarm, perforrn an engine dry motoring run
before checking oil leueL.
ela.psed.
MAXIMUM CERTIFICATED WEIGHTS
Maximum Ramp
Weight:
Weight:
Maximum Landing Weight
Maximum Takeoff
Maximum Zero Fuel
Weisht With Zero
Wing Locker Payload:
9435 Pounds
9360 Pounds
9360 Pounds
8500 Pounds
Maximum Weights a. Left and Right Wing Lockers - 200 pounds
each.
in Basgase
Co-o"u?i""nt" b. Avionics Bav - 250 pounds less installed
(Staridard and
optional equipment. RBfer to the loading.
piacard in ih6 airplane avionics baggage bay.
b"iionit t"r"rior
c. Nose Bay - 350 pbunds less installed optional
Pii"enee.
Configrirations): equipment. Refer to the loading placard in the
-
1-6
airPlane nose baggage baY'
1 June 1988
SECTION
MODEL 406
1
GENERAL
Refer to Figure 1-3 - 400
pounds (200 pounds per side). Maximum floor
loading is 75 pounds per square foot.
e. Aft Cabin (Bav B) Refer to Figure 1-3 - 100
pounds (50 pounds per side). Maximurn floor
loading is 75 pounds per squzue foot.
d.
Aft Cabin (Bay A)
Maximum Weights a. Left and Right Wing Lockers - 200 pounds
in Baggage
each.
Compartments b. Avionics Bay - 250 pounds less installed op(Cargo Interior
tional equipment. Refer to the loading placard
Configuration): in the airplane avionics baggage bay.
c. Nose Bay - 350 pounds less insta.lled optional
equipment. Refer to the loading placard in the
airplane nose baggage bay.
d. Maximum carso
load in anv 24-inch leneth of
cabin floor is -600 pounds per bay in th! five
cargo bays (Cargo A,B,C,D, & E). If the cargo
has a smooth, reasonable flat lower surface,
load densities of up to 200 pounds per square
foot may be loaded in the cargo bays. Use
pallets or beams to distribute the loads over
all seat rails if adjacent cargo bays are loaded
at a rate of over 75 pounds per square foot.
e. Aft Cabin (Bay A) - 400 pounds (200 pounds
per side). Marimun floor loading is 75 pounds
per square foot.
f. Aft C:abin (Bay B) - 100 pounds (50 pounds
per side). Maxirnum floor loading is 75 pounds
Der souare foot.
g. ilefer- to Section ?, Cargo loading, for add!
tional information.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight:
5033 Pounds
Basic Empty Weight:
(Ootional interior with 8 seat
configuration and standard avionics)
5136 Pounds
Basic Empty Weight:
(Optional interior with 9 seat
configuration and standard avionics)
5160 Pounds
Basic Empty Weight:
(Optional interior with 10 seat
configuration and standard avionics)
5185 Pounds
(Standard interior)
Original lssue
'l-7
SECTION
1
MODEL 406
GENERAL
Basic Emptv
Weisht:
5050 Pounds
Basic Emptv
Weight:
5067 Pounds (28 inch spacing)
5061 Pounds (31 inch spacing)
rOotional-interior with 11 seat
configuration and standard avionics)
(Ontional-interior with 12 seat
co;figuration and standard avionics)
Basic Empty Weight:
(Ootional interior with 14 seat
ioifiguration and standard avionics)
Basic Empty
Weight:
5092 Pounds
4892 Pounds
(Cargo interior)
Maximum Useful Load:
(Standard interior)*
4402 Pounds
Maximum Useful Load:
(Ontional interior with 8 seat
coifiguration and stsndard avionics)*
4299 Pounds
Maximum Usefirl Load:
(Ortional interior with 9 seat
ioifiguration and standard avionics)*
4275 Pounds
Maximum Useful Load:
(Optional intBrior with 10 seat
confrzuration and standard avionics)*
4250 Pounds
Maximum Useful Load:
(Optional interior with 11 seat
confi guration and standard avionics)*
4385 Pounds
Maximum Useful Load:
(Ontional interior with 12 seat
configuration and standard avionics)*
4368 Pounds (28 inch spacing)
43?4 Pounds (31 inch spacing)
Maximum Useful Load:
(Optional interior with 14 seat
ioirfi4rration and standard avionics)*
4343 Pounds
Maximum Useful
(Cargo interior)*
Load:
4543 Pounds
*Based On Maximum RamP Weight.
1-8
Original lssue
SECTION
MODEL 406
1
GENERAL
:ll'
!l*o
-l r-'-i
pi'" ,;n
,_r
49.0"
AND DOOR
PASSENGEB INTEBIOR
NOSE AAGGAGE
VIONICS AAY
PASSENGER INTERIOR
NOSE AAGGAGE
BAY
BAY
AB
r*r_r
43.4
40.0"
WHEEL WELL
VIONICS BAY
AND DOOR
224.9"
PASSENGER INTERIOR
. Ifgufe l-2 (Sheet 1 of 2)
CABIN. BAGGAGE AND ENTRY DIMENSIONS
1 June 1987
60852002
60851002
60866036
1-9
sEcTroN
1
MODEL 406
GENERAL
50.6"(47.7' AT FLOOR)
BAY
BAY
56.0" (51.4"AT FLOOR)
(AT FLOOR)
AND DOOR
CABGO INTERIOR
r60.72"-
--------rf*='=Frr
28.3'l I ll
I
L__l_L_==g,
)
BAGGAGE AND CARGO
COMPARTMENT VOLUME . CUBIC FEET
11.0
AVIONICS BAY
15.0
NOSE
10.55
wrNG LOCKER EACH (STD)
31.7
AFT CABIN (BAY A AND B)
cABrN (CARGO A,B,C,D AND E) 201.0
608520o2
608s10q2
6085100r
Figure l-2 (Sheet 2 of 2)
CABIN. BAGG:AGE AND ENTRY DIMENSIONS
1
-10
Original lssue
SECTION 1
GENERAL
MODEL 406
SPECIFIC LOADINGS
Wing Loading:
37.03 pounds per square foot.
Power Loading:
9.36 pounds per horsepower.
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
CAS
Calibrated Airspeed means indicated speed of an air-
G
Acceleration due to gravity.
GS
Ground Speed is the speed of an airplane relative to
the ground.
IAS
plane corrected for position and instrument error.
Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
Indicated Airspeed
in the
is the speed of an airplane
as
airsDeed indicator when corrected for
instrument error. iAS values published in this Handbook assume zero instrument error.
shown
KCAS
Calibrated Airspeed expressed in knots.
KIAS
Indicated Airspeed expressed in knots.
KTAS
True Airspeed expressed in knots.
M
Mach Number is the ratio of true airspeed to the
speed of sound.
NM
TAS
Distance expressed in Nautical Miles.
True Airsneed is the airsneed of an aimlane relative
corrected for
altitude, temperatue and compressibility.
to uadisfiirbed air which' is the CAS
Takeoff Decision Speed is the speed at which an
engine failure or other cause is recognized, the distance to continue the takeoff to 50 feet or bring the
airplane to a stop will not exceed the scheduled field
length distance. The first action required to stop or
continued is assumed to have been initiated by Vr.
Takeoff Safety Speed is the speed at 50 feet above
the runway surface as demonstrated in flight during
takeoff with one enghe inoperative.
Original lssue
1-11
SECTION
1
MODEL 406
GENERAL
Maneuvering Speed is the maximum speed at which
application of full available aerodynamic control will
not overctress the airplane.
V""
Critical Ensine Failure Speed is the speed at which
the ensine was failed during certification flight testins to ?etermine accelerateil stop and accelerated go
distances.
Vrn
V""
VLo
V"co
Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.
Maximum Landins Gear Extended Speed is the
maximum speed aiwhich an airplane can be safely
flown with the landing gear extended.
Maximum Landins Gear Operating Speed is the
maximum speed ai which the landing gear can be
safely exteniied or retracted.
Air Minirnurr Control Speed is the rninirnum flight
speed at which the airplane is directionally and lateiallv controllable as determined in accordance with
Fedeial Aviation Regulations. Airplane certfication
conditions include one engine becoming- inoperative
and feathered; not more than a 5-degree bank toward
the ooerative encine; takeoff power on operative engine: ianding geir up; flaps in ta.keoff position; and
most cntlcal cent€r-ol-gTavl[y.
V,ro/M"o
Maximum Operatins Limit Speed is the speed limit
that may n;t be aeliberat€ly exceeded in normal
flight oplrations. V is expresied in knots and M in
Mach Number.
vR
Rotation Speed is the speed at which rotation is
initiated duiine taleoff to attain the V, clinb speed
at or before a Leight of 50 feet above runway surface
has been reached.
vs
Vso
1-12
Stalline Speed or the minimum steady flight speed at
which Ihe-aimlane is controllable.
Speed or the minimum steady flight speed at
Stalline
-th6
is controllable in the landing
which
airplane
confizuration.
Original lssue
SECT'ON
MODEL 406
VssB
vx
1
GENERAL
Intentional One Engine Inoperative Speed is a minimum soeed. selected bv the manufacturer, for intenLionally rendering one engine inoperative, in flight,
for pilot training.
Best Anele-of-Climb Speed is the airspeed which
delivers ihe greatest gain of altitude in the short€st
possible horizontal distance.
Vts"
One Encine Inoperative Best Angle-of-Climb Speed
a-irspeed which delivers the $eatest gain of
altitude in the shortest possible horizontal distance
is the
Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortesi
possible time.
V"s.
One Ensine Inoperative Best Rate-of-Climb Speed is
the airspeed which delivers the greatest gain in altitude in the shortest possible time.
METEOROLOGICAL TERMINOLOGY
'c
Temperature expressed in degrees Celsius.
"F
Temperature expressed in degrees Faluenheit'
Indicated
The number actuallv read from an altimeter when
the barometric subsiale has been set to 29.92 inches
Pressure
-
Altitude
of mercury (1013.2 millibars).
IOAT
Indicated OuLside Air Temperature is the temperature indicated on the pilot's outside air temperature
indicator. The indication is not adjusted for instrument error or temperature compressibility effects.
ISA
Int€rnational Standard Atmosphere in which:
(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15 degrees
(3)
(4)
'
Celsius;
The pressure at sea level is 29.92 inches Hg.
( 1013-.2 millibars);
The rcmoerature sradient from sea level to the
altitude irt ,rhich-the temperature is -56.6 degrees Celsius. is -1.98 degrees Celsius per 1000
Ieei.
OAT
Original lssue
Outside Air Temperature is the free air static t€mDerature, obtained either from inflight t€mperature
indications or ground meteorological sources adjusted
for instrumentirror and compressibility effects.
1-13
SECTION
1
MODEL 406
GENERAL
Pressure
Altitude
Station
Altitude neasured from staldard sea-level pressure
(29.92 inches Hg.) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected
for position and instrument error. In this handbook,
altimeter instrument erroni are assumed to be zero.
Actual atmospheric pressure at freld elevation.
Pressure
Temperature
Compressibility
Effects
An error in the indication of temperature caused by
airflow over the temperature probe. The error varies,
depending on altitude and abspeed.
The wind velocities recorded as variables on the
charts of this handbook are to be understood as the
headvind or tailwind components of the reported
Wind
wrn0s.
POWER TERMINOLOGY
Auto Feather
A systen designed to automatically reduce drag of an
inoperative engine by moving the propeller to feather.
Critical
Altitude
The maximum altitude at which in standard temperature it is possible to maintain a specified power.
Cruising Climb
Power
The power recommended to operate the airplane in a
cmise climb (a continuous gradual clinb) profile.
ITT
Interturbine Temperature.
Flameout
Unintentional loss of combustion chamber flame during operation.
Flat Rated
Constant horsepower over a specific altitude range.
Flight Idle
The power required to run an engine, in flight, at the
lowest speed that will ensure satisfactory engine operation and airplane handling characteristics.
Power
Gas Generator
RPM
(Ns)
Ground Idle
Power
1-14
Indicates the percent of gas generator rpm based
on a figure of 100 percent at 37,500 rpm.
The power required to run an engine on the ground,
as slowly as possible, yet sufficient to ensure satisfactory engine, engine accessory, and airplane operation
with a minimum of thrust.
Original lssue
.EETL"$I
MODEL 406
Hot Start
Maximum
Continuous
Power
Maximum
Cruise Power
^
An engine start, or attempted start, which results in
ITT
exceeding 1090 degrees Celsius.
The oower developed at the maximum continuous
torqui limit, ITT jimit: or Ng limit. This is equivalent to takeoff power.
The power developed at the maximurn cruise torque
limit, ITT limit or Ng limit.
Power T\rrbine
RPM (Nf)
Indicates the percent of power turbine speed based
on a figure of 100 percent at 33,000 rpm and a
propeller speed (No) of 1900 rpm.
Propeller RPM
Indicates propeller speed in rpm.
RPM
Revolutions Per Minute.
Reverse Thrust
The thrust produced when the propeller blades
rotated past flat pitch into the Beta iange.
SHP
Shaft horsepower means the power delivered at the
Takeoff Power
The maximum power permissible for takeoff.
Torque
A measurement that
output of the engine.
Windmill
Propeller rotation from airstream inputs.
(Ne).
are
propeller shaft.
is proportional to the power
ENGINE CONTROLS AND INSTRUMENTS TERMINOLOGY
Beta Mode
Ensine operational mode in which propeller blade
pitih is cbntrolled by the cockpit power lever. May
be used during ground operations only.
Lever
Cockpit Control lever which sets the fuel control in
eithei "RUN" or "CUTOFF".
Gas Generator
Governor
Regulates the gas generator to the speed selected by
the cockpit power lever.
ITT
Interturbine temperature gage displaying air temperature between the cornpressor turbine and power
turbine.
Fuel Control
Gage
Original lssue
1-15
SECTION 1
GENEBAL
MODEL 406
Flyweight operated fuel met€ring device, housed in
the propeller governor. lt prevents engine overspeed
in the event of a malfunction of the propeller gov-
Overspeed
Governor
ernor.
Propeller
Governor
Regulates the RPM of the propeller by increasing or
decreasing the propeller pitch through a pitch change
mechanism in the propeller hub.
Control
Lever
Cockpit lever used to set gas generator Bpeed. During
Beta node the power lever controls propeller blade
Power
Propeller
Lever
Fropeller
Overspeed
Governor
Tachometer
Torque
Meter
angle and speed.
Cockpit lever used to set propeller RPM.
A gearbor mounted governor which dumps propeller
oil
pressure to prevent engine danage should the
propeller governor fail.
Indicates the speed
propeller (Np).
of the gas generator (Ng) or
The instrument that indicates the torque output of
tt)e englne gear Dox.
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Accelerate-Go The
Distance
distance required to accelerate an airplane to Vt
and assuming pilot recognizes an engine failure at Vt,
continues takeoff on the remaining engine
height of 50 feet.
to
a
Accelerate-Stop The
Distance
Aerobatic
Maneuver
distance required to accelerate an airplane to V1
and assuming pilot recognizes an engine failure at Vr,
brings the airplane to a stop.
An intentional maneuver involving an abrupt change
of an airplane's attitude, an abnornal attitude, or
abnormal acceleration, not necessary for normal
flieht.
Balked
Landing A balked
Balked
Landing The minimum
Transition
Speed
1-1 6
landing is. an aborted landing.(i.e., all en-
gines go-around in the landing configuration).
speed at which a transition to a
balked landing climb should be attempted (from
5O-foot obstacle height).
Original lssue
SECTION
MODEL 406
Climb
Gradient
1
GENERAL
The demonstrated ratio of the change in height during a portion of a climb to the horizontal distance
traversed in the same time interval.
Demonstrated The demonstrated crosswind velocity is the velocity
Crosswind
Velocity
of the crosswind component for which adequate control of the airplane iiuring takeoff and landing was
actually demonstrated during certification tests. The
value ihown is not considered to be limiting. This
value is not an aerodynamic limit for the airplane.
Maneuverins
Fuel
Maneuvering fuel is the usable fuel as shown in
Section 2 foi all airplane confrgurations, provided the
roaximum side slip duration is not exceeded.
Maximum
Effective
The maximum anount of braking pressure that can
be applied to the toe brakes without locking the
Braking
wheels.
MEA
Minimum enroute IFR altitude.
Route
A part of a route' Each end of that part is identified
Secment
bvi (1) a geographical location; or (2) a point at
wiich a d"frniie ridio frr can
be established'
WEIGHT AND BALANCE TERMINOLOGY
Arm
The horizontal distance from the reference datum to
the center-of-gravlty (C.G.) of an item.
Basic Empty
Standard empty weight plus installed optional equip-
Weight
menf,.
Center-of-Grav- The point at which an airplane would balance if
suspended. Its distance from the reference daturr is
itv
fouird by dividing the total moment by the total
weight of the airPlane
C.G. Arm
The arm obtained by adding the airplane's individual
moments and dividGg the sum by the total weight.
C.G. Limits
The ertreme center-of-sravitv locations within which
the airplane must be oplratcil at a given weight.
Jack Point
One of the three points on the airplane designed to
rest on a jack.
MAC
The Mean Aerodvnamic Chord of a wing is
Original lssue
the
chord of an imaginary airfoil which throughout the
flight range will f,ave the same force vectors as those
of the wing.
1-17
SECTION
1
MODEL 406
GENERAL
Maximum weight approved for the landing touch-
Maximum
Landing
Weight
oown.
Maximum
Ramp Weight
Maximum weieht aDDroved for sround maneuver. (It
includes weighl of siirt, taxi anil run-up fuel.)
Maximum
Takeoff Weight
Maximum weight approved for the start of the
Maximum Zero
Fuel Weight
Maximum weight exclusive of usable fuel.
Moment
The product of the weight of an item multiplied by
its arm. (Moment divided by a constant is used to
simplifu balance calculations by reducing the number
of digits.)
Payload
Weight of occupants, cargo and baggage.
Reference
An imaeinarv vertical nlane from which
Datum
Residual Fuel
takeoff run.
a.ll horizontal distinces-are measuied for balance purposes.
The undrainable fuel remaining when the airplane is
defueled in a specfic attitude by the normal means
and procedures specified for draining the tanks.
Standard
Empty Weight
Weight of a standard airplane including unusable
fuel, full operating fluide and full oil.
Station
A location along the airplane fuselage given in termg
of distance from the reference datum.
Tare
Tare is the weight of the chocks, blocks, stands, etc.
used when weighing an airplane, and is included in
the scale readings. Tare is deducted from the scale
reading to obtai; the actual (net) airplane weight.
Unusable Fuel
Fuel remainins after fuel runout tests have been
completed in iccordance with governmental regulations.
Usable Fuel
Fuel available for flight planning.
Useful Load
Difference between ramp weight and the basic empty
weight.
1-18
Original lssue
SECTION 2
MODEL 406
LIMITATIONS
sEcTloN
2
LIMITATIONS
TABLE OF CONTENTS
Page
INTRODUCTION
AIRSPEED LIMITATIONS
AIRSPEED INDICATOR MARKINGS
POWERPLANT LIMITATIONS
POWERPLANT INSTRUMENT MARKINGS
MISCELLANEOUS INSTRUMENT MARKINGS
WEIGHT LIMITS .
CENTER-OF-GRAVITY LIMITS
MANEUVER LIMITS .
FLIGHT LOAD FACTOR LIMITS
FLIGHT CREW LIMITS
KINDS OF OPERATIONAL EQUIPMENT LIMITS '
FUEL LIMITATIONS . .
MAXIMUM OPERATING ALTITUDE LIMIT .
OUTSIDE AIR TEMPERATURE LIMITS
MAXIMUM PASSENGER SEATING LIMITS .
PLACARDS
Original lssue - 1 JulY 1986
2-4
2-6
2-6
2- 10
2-tl
2-77
2-73
2-t3
2-13
2-13
2-76
2-16
2-76
2-r7
2-18
2-1 (2-2 btank)
SFAF 41
SECTION 2
MODEL 406
LIMITATIONS
INTRODUCTION
Section 2 presents the operating limitations, the significance of such
limitations, instrument markings, iolor coding and basic placards necessarv for the safe operation oi ihe airplane,- its powerplants' standard
svsiems and standaid equipment. The li.rnitations included in this section and Section 9 are aiprbved by the Federal Aviation Administration.
Observance of these opeiating limitations is required by Federal Aviation
Regulations.
Oneration
in
countries other than the United States may require
or performance data in ap-
observance of other limitations, procedures
plicable supplements.
NOTE
oRefer to Sectinn I for arnended linitations for
airplanes equipped with specific optianal sys'
terns.
OThe airspeed.s listed in the Airspeed, Limitations chari (Figure 2-1) and Airspeed Indicator
Marhings charl (Fieurb 28) are'based on Airspeed, Calibration d'ata shoun in Section 5.
Original lssue
2-3
SECTION 2
LIMITATIONS
MODEL 406
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
Figure 2-1.
cAs
tAs
163
162
DO NOT MAKE ABRUPT CONTROL
MOVEMENTS ABOVE THIS SPEED.
MAXII\,!UM FLAP EXTENDED
SPEED
T.O, AND APPR POSITIONS
LAND POSITIONS
VFE (KNOTS)
200
200
r80
180
DO NOT EXCEED THIS SPEED WITH
THE GIVEN FLAP SETTING.
MAXIMUM GEAR OPERATING
180
180
OO NOT EXIENO OR RETRACT
LANDING GEAR ABOVE THIS SPEED.
180
180
DO NOT EXCEED THIS SPEED
WITH LANDING GEAR EXTENDED.
91
90
THIS IS THE MINII\4UM FLIGHT
SPEED AT WHICH THE AIRPLANE
IS CONTROLLABLE WITH ONE
ENGINE INOPERATIVE AND A
5 DEGREES BANK TOWARDS THE
MANEUVEFING SPEED
9360 POUNDS AT SEA LEVEL
IREFER TO FIGURE 2'2)
v; {KNoTS)
REMARKS
Vse (KNOTS)
MAXIi/tUM GEAR EXTENDED
VLE (KNOTS)
AIR I\.4INI[4UM CONTROL
SPEED WITH WING
FLAPS - T.O.
Vucr(KNOTS)
NOTE
OPERATIVE ENGINE.
Buffet can be encountered
os hieh as 95 KIAS uith
airplane at matimum
taieofl weight and the
wing flaps in the UP
Do$ition. FLaps UP
'taheof[
is noi approved.
DO NOT EXCEEO THIS SPEED OR
MACH NUMBER IN ANY OPERATION.
MAXIMUM OPERATING
LIMIT SPEED
VMO {KNOTS)
rlrMo (MACH NUMBER)
230
0.52
229
0.52
AS INDICATED BY BABEER POLE
IRED AND WHITE NEEDLE).
ON AIRSPEED INDICATOR,
Figure 2-1
AIRSPEED LIMITATIONS
2-4
Original lssue
SECTION 2
LlirtlTATIONS
MODEL 406
CON0lTl0NSl
1. Landino qear - UP
2. Wing l6pis - UP
WEIGHT
- POUNOS
P rs
ru
o
tFf
't0
120
140
SPEED (VA)
160
- KIAS
180
EXAMPLE:
Weioht - 9000 Pounds
Altitlde - 10.000 Feet
Maximum Maneuvering Spe€d - 162 KIAS
Ficure 2-2
MAXIMUM MANEUVERING SPEEDS
Original lssue
z-a
sEcTloN 2
MODEL 406
LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator marking and their color significance are shown in
Figure 2-3.
IAS VALUE'
SIGNIFICANCE
MARKING
OR RANGE
RED RADIAL
90 KNOTS
AIR MINIMUM CONTROL SPEED WITH WING FLAPS IN THE
T.O. POS|T|ON.
WHITE ARC
75 TO 180
OPEBATING SPEED RANGE WITH WING FLAPS IN LAND
POSITION. LOWEB LIMIT IS MAXIMUI\,i WEIGHT STALLING
SPEED IN LANDING CONFIGURATION. UPPEF LII/IT
IS MAXIMUM SPEED PERMISSIBLE WTH FLAPS IN LAND
WIDE
NARROW
75 TO 94.5
94.5 TO 180
POStTtON.
THE TRANSITION POINT FFOM WIDE TO NARROW ARC IS
THE STALL SPEED WITH WING FLAPS IN UP POSITION.
BLUE ARC
104 TO 108
KNOTS
OPERATING SPEED RANGE WITH ONE ENGINE
INOPERATIVE EEST RATE.OF.CLIMB SPEED,
STANDARD DAY CONDITIONS AND MAXIMUM GROSS
WEIGHT. LOWER LIMIT IS SPEED AT 15,OOO FEET,
UPPER LIMIT IS SPEED AT SEA LEVEL,
RED AND WHITE
BARBER POLE
229 KNOTS
0.52 MACH
MAXIMUM OPERATING SPEED. BARBER POLE INOICATES
229 KIAS UNTIL REACHING APPROXIMATELY 22,OOO
FEET. ABOVE THIS ALTITUDE, IT WILL INDICATE
CONSTANT 0,52 MACH.
Figure 2-3.
AIRSPEED INDICATOR MARKINGS
POWERPLANT LIMITATIONS
Engines: 2
Engine Manufacturer: Pratt and Whitney Canada Inc.
Engine Model Number: PT6A-112
Engine Operating Limits: Refer to Figure 2-4.
Number of
Starting Cycle Limitations:
a, External Power
Or Battery Start - 30 seconds On 60 seconds Off,
- 30 seconds On 60 seconds Ofi
- 30 seconds On 30 minutes Off. Repeat the
above cvcle as required.
Minimum Engine Torque
For Takeoffi
1-O
Refer to Fizure 5-10 for minimum value for
which takeoff oerformance can be obtained.
Original lssue
SECTION 2
MODEL 406
LIMITATIONS
ENGINE OPESATING LIMITS
GAS
iraxtmuM GENERATOR PROPELLER
POWEN
SETTING
RPM
FT.LBS
ITT'C
0)
RPM
Np
irf
otL
olL
PRESSURE TEMPERATURE
PSIG
(3)
(7)
TAKEOFF AND
MAXIMUM
1900
80
to 100
10 to 99
1900
600 {4)
80
to 100
10 to 99
101.6
1815
80 to 100
102.6
2090
1382
725
101.6
1382
't477\4)
695
'|
1382
725
825
CONTINUOUS
MAXIMUM
CLIMB/
cRUrsE (8)
01.6
1
40 MtN.
685
40 to 99
0t099
(s)
ACCELERATTON (6)
1900
0to99
40
1090 (6)
STARTING
Mlr,l.
I
Maximum permissible sustained torque is 1477 foot-pounde. Ne must be set
so as not to exceed engine operating limitations. Refer to PLACARDS this section for maximum torque table.
(2) For every 10 degrees Celsius (18 degrees Fahrenheit) below -30 degrees
Celsius (-22 degrees Fahrenheit) ambient lempemture, reduce maxbnum
(l
allowable N" by
).2
percent.
(3) Normal oil pressure is 80 to
RPM (72 percent) with oil
(4)
(5)
1 c,
100 PSIG at gas generator speeds above 27,000
temperature between 60 to 70 degrees Celsius
(140 to 158 degrees Fahrenheit). Oil pressures below 80 PSIG are undesirable and should be tolerated only for ihe completion of the flight,
preferably at reduced power setting. Oil pressures below normal should be
ieporred as an engine riiscrepancy a-nd shoutd be conected before next flight.
Oil pressures below 40 PSIG are unsafe and require that either the etrgine
be ihut down or a landing be made as soon as pbssible using the minimum
power required to sustain flight.
If maximum torque is used, \ must be set so aB not to exceed engine
operating limitations.
Reverse powe! ooeration is limit€d to one minute.
Th""" uutues are time limited to two seconds.
(?) For increased oil service life, an oil temperature between 74 to 80 degrees
Celsius (165 to 176 degrees Fahrenheit) is recommended. A minimum oil
(8)
'
temperature of 55 degrees Celsius (130 degrees Fahrenheit) is recommended
for fuel heater operation at takeoff power.
Maximum cluige power limits vary with altitude and temperature. For
maximum cruise power limits lefer 6 MAXIMUM CRUISE POWER trbleo
in Section 5.
l{OtE
100 percent Ns (2) is 37,500
RPM
Figur€ 2-4
ENGINE OPERATING LIMITS
Original lssue
2-7
SECTION 2
LIMITATIONS
MODEL 406
Fuel Specification and Approved Fuel Additives:
MINIMUM FUEL
FUEL
SPECIFICATIONS
GRADE (2)
JET A
JET A.1
JET B
ASTM.D1655
ASTM-D1655
ASTM.D1655
JP.1
MtL-L-56t6
JP.4
lL-T-5624
MtL-T-5624
M tL-T-831 33A
MI1.G.5572 AND
TEMPERATURE
FOR TAKEOFF .
l?t
Jt,-5
JP-8
*AVrATroN
(3)
'c
SPECtFtC
WEIGHT POUNDS PER U.S.
600F
COLORLESS
COLORLESS
COLORLESS
-31
-31
-54
-54
-54
-31
-31
-54
COLORLESS
COLOBLESS
6.5
6.8
6.7
6.0
COLORLESS
COLORLESS
80/87 RED,
1OO GREEN,
ASTM.D91O
GASOLINE
(ALL GRADES)
COLOR
GALLON AT
(1)
l OOLL BLUE
* Aviation easoline (all srades) is approved for emergency use only. A
record of total aviation gaioline used must be recorded in the Airplane
Engine Maintenance Record.
(l)
(2)
Minimum sLarting t€mperature is thal given or the mini-mum allowable oil temperature. -40 degrees Celsius (-40
degrees Fahrenheit) whichever is warmer.
Refer to Section 8 for fuel servicing information.
.AVIATION GASOLINE IS RESTRICI| ED
TO EMERGENCY USE AND SHALL NOT BE
USED FOR MORE THAN 150 HOURS IN
ONE OVERHAUL PERIOD.
.A
MIXTURE OF ONE PART AVIATION
GASOLINE AND THREE PARTS OF JET A,
JET A-1. JP-1. or JP-\ MAY BE USED FOR
EMERGENCY PUiPOSES FON A MAXIMUM OF 450 HOURS PER OVERHAUL PERIOD.
.AUXILIARY BOOST PUMP MUST BE ON
WHEN USING AVIATION GASOLINE.
(3)
using aviation gasoline the maximum fuel and am' When
bient tempirature foi takeoff is 32 degrees Celsius (90
degrees Fahrenheit).
a. NATO equivalents of the above fuels may be used.
b. Fuel used must contain anti-icing fuel additive in
compliance
with MIL-I-276868.
2-8
Original lssue
MODEL 406
SECTION 2
LIMITATIONS
Fuel Additive:
The fuel used in the aimlane must have an anti-icine additive in
compliance with MIL-I-2?6'86E, incorporated or added into the fuel
during refueling.
JP.4 AND JP-, FUELS PER M1L.7,5624
AND JP,8 FUEL PER MIL-T-831334 CONI:AIN THE CORRECT PREMIXED qUANTITY OF AN APPROVED TYPE OF ANTIICING FUEL ADDITIVE AND NO ADDITIONAL ANTI-ICE COMPOUNDS SHOULD
BE ADDED.
Ethylene glycol monomethyl ether (EGME) compound in compliance
with MIL-I-27686E. if added. must be carefullv mired with the fuel in
the tank in concentrations not to exceed 0.ls'percent by volume. The
minimum EGME concentration within the fuel tank is 0.035 percent bv
volume.The minimum EGME concentration for fuel beine added to th-e
fuel tank is 0.060 percent by volume.
REFER TO SECTION 8 FOR PROPER
HANDLING AND SEBVICING OF
EGME.
.
MIXING OF THE EGME COMPOUND WITH
THE FUEL IS EXTREMELY IMPONTANT
BECAUSE CONCENTRATION /N
OF THAT BECOMMENDED (0.15 PERCENT
'XC'SS
BY VOLUME MAXIMUM) WILL RESULT IN
DETRIMENTAL EFFECTS TO THE FUEL
I:ANKS, SUCTI AS DETERIORATION OF
PROTECTIVE PRIMER AND SEALANTS
AND DAMAGE TO O-RINGS AND SEA'S IN
THE FUEL SYSTEM AND ENGINE COMPO.
NEN?S. USE ONLY BLENDING EqUIPMENT THAT IS RECOMMENDED BY THE
MANUFAC'| UREN TO OBTAIN PROPER
PROPORTIONING.
Original lssue
z-Y
SECTION 2
MODEL 406
LIMITATIONS
Preflight Checks:
a. The overspeed governor check shall be performed: before the
fusi flisht of the dav, if there is an indication of malfunction,
after erigine control syst€m maintenance, or if adjustment has
been made.
checked before each flight and must be
operative for takeoff.
Oil Specification:
a. Refer to Section 8 for list of approved oils and specifications.
b. When addine oil, service the engines with the type and brand
which is currently being used in the engines. Do not mir tJpes
or brands of oils.
c. Tvpe II oils in compliance with Pratt and Whitney Canada Inc,
b. Autofeather shall be
Soicification PWA 521.
Canada- Inc., Service
Bulletin Numb.-er 12001 and all revisions or supplements thereto, must be used.
d. Oi conforming to Pratt and Whitney
Propellers:
a. Number of Propellers:
b.
2
Manufacturer: McCauley Accessory Division of Cessna Aircraft
Company.
Cessna Part Number: 9910535-2
d. Number of Blades: 3
Diameter: 7.?5 Feet
f. Maximum Operating Speed: 1900 RPM
Blade Angle: (At 30-Inch Station)
(1) Feathered 85.5 degrees
(2) Low Pitch 18.5 degrees
(3) Full Reverse -13.5 degrees
h Flight operation with power levers retarded below FLIGHT
IDLE are prohibited.
POWERPLANT INSTRUMENT MARKINGS
Torque Indicators:
a. 1382 Foot-Pounds Maximum Takeoff And Climb Torque
1900 RPM (Yellow Radial)
b. 0 to 1477 Foot-Pounds (Green Arc)
c. 14?? Foot-Pounds Maximum Cruise Torque
At
At
1600 RPM
(Red Radial)
ITT Indicators:
a. 725 degrees Celsius (Red Line)
b. 0 degrees to 695 degrees Celsius (Green Arc)
c. 695 degrees to 1090 degrees Celsius (Yellow Arc)
d. 1090 degrees Celsius (Red Triangle)
2-'10
Original lssue
SECTION 2
LIMITATIONS
MODEL 406
Gas Generator RPM Indicators:
a. 101.6 percent RPM (Red Line)
b. 52 percent to 101.6 percent RPM (Green
Arc)
Propeller RPM Indicators:
a.
b.
1900 RPl"{ (Red Line)
1600 to 1900 RPM (Green Arc)
Oil Pressure Indicators:
a. 40 and 100 PSI (Red Radial)
b. 40 to 80 PSI (Yellow Arc)
c. 80 to 100 PSI (Green Arc)
Oil Temperature Indicators:
a. -40 degrees and *99 degrees Celsius (Red Radial)
b. *10 degrees to i-99 degrees Celsius (Green Arc)
c. -40 degrees to + 10 degrees Celsius (Yellow Arc)
MISCELLANEOUS INSTRUMENT MARKINGS
Instrument Air:
a. Red Line: 2.25 PSI
b. Green Lrc: 2.25 to 2.75 PSI
Oxygen Pressure:
a. Yellow Arc: 0 to 300 PSI
b. Green Arc: 1550 to 1850 PSI
c. Red Line: 2000 PSI
Propeller Deice Ammeter;
a. Individual indicators will be marked LEFT or RIGHT.
b. White arc operating range will be marked with the high end of
the scale marked with HI.
c. A normal operating green arc will be provided between the HI
and LOW ends of the white arc operating range.
^
wErcHT LrMlrs
Maximum Ramp Weight: 9435 Pounds
Maximum Takeoff Weight:
The takeoff weight is limited by the most restrictive of the follow- |
ing requirements:
a. Maximum Takeoff Weight: 9360 Pounds.
b. Maximum takeoff weight to achieve takeoff climb requirements
from Figure 5- 11.
c. Maximum takeoff weight as permitted by field length from
Fizure 5-12.
1 June 1987
2-11
SECTION 2
LIMITATIONS
MODEL 406
d. Maximum takeoff weight as permitted by the
demonstrated
brake energy limits from Figure 5-13.
Maximum Landing Weight:
The landing weight is limited by the most restrictive of the follow-
ing requirements:
a. Maximum Landing Weight: 9360 Pounds.
b. Landing field length required from Figure 5-35.
lMarimum Zcro Fuel Weight with Zero Wing
I Locker Payload: 8500 Pounds
Maximurn Weights In Baggage Compartments:
(Standard and Optional Passenger Interior Confrgurations)
a. Left and Right Wing Lockers - 200 pounds each.
b. Avionics Bay - 250 pounds less installed optional equipment.
Nose Bay - 350 pounds less installed optional equipnent.
pounds (200 Pounds Per Side)' Maxid. Aft Cabin (Bay
- A) - 400
mum floor loading is 75 pounds per square
foot.
Aft Cabin (Bay B) - 100 pounds (50 Pounds Per Side). Maximum floor loading is 75 pounds per square
foot.
Maximum Weights in Baggage Compartments (Cargo Interior)
a. Left and Right Wing Lockers - 200 pountls each.
b. Avionics Bay - 250 pounds less installed optional equipment.
c. Nose Bay - 350 pounds Iess installed optional equipment.
d. Maximum cargo load in any 24-inch length of cabiq flo-or is 600
A, B, C, D and
oounds ner balv in the five careo bavs (Careo
-fXat
lower surface,
reasonable
has
a
smoothl
E). If the carlo
load densities -of up to 200 pounds per square foot -may be
loaded in the cargo bays. Use pallets oi beams to dbtribute the
Ioads over all seit raiis if adjicent cargo bays are loaded at a
rate of over 75 pounds per square foot.
Aft Cabin (Bay A) - 400 pounds (200 Pounds Per Side)' Marimum floor loading is ?5 pounds per square
foot.
f. Aft Cabin (Bay B) - 100 pounds (50 Pounds Per Side). Maxr
mum floor loading is ?5 pounds per square
foot.
2-12
1 June 1988
SECTION 2
LIMITATIONS
MODEL 406
CENTER.OF-GRAVITY LIMITS (GEAR EXTENDED)
a. Aft Limit 180.28 inches aft of reference datum (32.00% MAC)
at 9435 pounds or less.
b. Forward Limit:172.42 inches aft of reference tlatum
(19.58%
MAC) at 9360 pounds or less and 166.99 inches
aft of reference datum (11.00% MAC) at 6500
pounds or less with straight line variation between these points.
c. Refer to Section 6 for loading schedule. The reference datum is
100 inches forward of the aft face of the fuselage bulkhead
forward of the rudder Dedals. The mean aerodttmamic chord
(MAC) is 63.245 inchei in length. The leadin! edge of the
MAC is 160.04 inches aft of the reference datun.
MANEUVER LIMITS
This is a normal category airplane. Aerobatic maneuven, including
spins, are prohibited.
FLIGHT LOAD FACTOR LIMITS
Inflight:
a. Wing Flaps - UP: -1.44 to +3.6 G at Maximum Gross Weight.
b. Wing Flaps - TAKEOFF thru LAND positions, 0.0 to *2.0 G
at Maximum Gross Weisht.
FLIGHT CREW LIMITS
Minimum flight crew is one pilot with the required equipment installed and operational.
.\
KTNDS OF OPERATIONAL EQUIPMENT
LlMlrS
\rFR, and day and night
This aimlane is equipped for day VFR, night
-placard
reflects the limits
limitations
applicable at the time of Airworthiness Certilicate issuance.
IFR operaiions. Th6 irirerating
The following equipment lists identify the systems and equipment
upon which type certification for each kind of operation was predicated.
items must be installed and operable for
These system-s- and equipment
-operation
indicated unless an FAA Approv,ed
the pariicular kind 6f
Minihum Equipment Liit is in effect. The pilot is responsible for
determining fhe airworthiness of his airplane Tor each flilht and for
assuring compliance with current operating regulations. The number in
( ) indicates more than one required per airplane.
Original lssue
2-1il
SECTION 2
LIMITATIONS
MODEL 406
DAY VFR:
1. Pilot Instruments
a. Airspeed Indicator (Sensitive)
*b. Altimeter Indicator
c. Magnetic Direction Indicator
2. Annunciators (Lights)
a. Oil Pressure (2)
b. Wing Overheat (2)
c. Fuel Pressuie Low (2)
d. Auxiliary Boost Pump On (2)
e. Battery Overheat
f. Hydraulic Pressure On
g. Autofeather Arm (2)
h. Air Duct Overheat
i. Landing Gear Position Indicator
j. Fuel Filter Bypass (2)
k. Inertial Seperator (2)
l. Fuel Transfer Pump (2)
3. Engine Instruments
a. Torque Indicator (2)
b. Propeller Tachometer (2)
c. ITT Indicator (2)
d. Gas Generator Tachometer (Nr) (2)
e. Oil Pressure Gage (2)
f. Oil Temperature Gage (2)
4. Miscellaneous Indicators
a. Fuel Quantity Gage (2)
b. Voltmeter
c. Ammeter {2)
d. Outside Air Temperature Gage
5.
Systerns
a. Auxiliary Boost Pump
b. Firewall Shutoff (2)
c. Generator (2)
d. Inertial Separator (2)
e. Stall Warning
f. Aileron Trim
g. Rudder Trim
*
2-14
(2)
When a servoed altimeter
altimeter is also required.
is installed a functioning
pneumatic
Original lssue
SECTION 2
MODEL 406
LIMITATIONS
h. Elevator Trim (Manual Only)
i.
j.
Engine Ignition (2)
Engine Fire Detection (2)
k. Hydraulic Pumps(2)
l.
Flap
m. Overspeed Governor
n. Autofeather (2)
(2)
6. Miscellaneous Items
a. Seat Belts (Each Occupant)
b. Shoulder Harnesses (Front Seat(s))
c. Pilot's Operating Handbook and FAA
Approved Airplane Flight
Manual
d. Pilot's Abbreviated Checklist (Single Pilot Operation Only)
e. Headset and Boom Mountcd Microphone (Single Pilot Opera-
tion Only)
f. Exit Sign (3)
NIGHTVFR:
1. All Equipment Required for DAY VTR
2. Instrument Lights (As Required)
3. Navigation Lights (3)
4. Strobe Lights (2)
IFR:
1. All Equipment Required for DAY \rFR
2. All Equiprrent Required for NIGHT VFR (If a Night Flisht)
3. Pilot's Instruments
a. Attitude Indicator (Gyro Stabilized)
b. Directional Indicator (Gyro
c. Turn and Bank Indicator
d. Clock
Stabilized)
4. Copilot's Instruments
a. Altimeter (Sensitive)
b. Vertical Speed Indicator (VSI)
c. Attitude Indicator (ADI)
d. Airspeed Indicator
e. Directional Gyro (DG)
5. Radios
a. Communication Iladio
b. Navigation Radio (As Required)
6. Miscellaneous Indicator
a. Instrument Air Pressure Gage.
Original lssue
2-15
sEcroN
2
MODEL 406
LIMITATIONS
FUEL LIMITATIONS (Refet to Figure 2'5)
Maneuvering Fuel:
fuel starvation, maximu4 side -slip duration
a.
- Due to possible
iime is one minute when the L or R XFER PUMP FAIL light
is illuminated. The airplane is considered in a side slip any
time the turn and banh'ball" is more than one-half ball out of
the center (coordinated flight) position. Unusable- fuel quantity
increases when more severe side slip is maintained'
FUEL TABLE
TOTAL FUEL CAPACITY
USASTT FUEL
(u.s. GALLONS)
(u.s. GALLOT{S)
481.5
475.0
Figure 2-6
Fuel Balance;
a. Maximurn fuel imbalance is 300 pounds.
Unusable Fuel:
a. Unusable fuel is 3.25 gallons per side.
MAXIMUM OPERATING ALTITUDE LIMIT
Maxirnum Operating Altitude is 30,000 Feet.
OUTSIDE AIR TEMPERATURE LIMITS
Cold Day:
from Sea Level to
-54 degrees Celsius C65 degrees
a.
-lined Fahreaheit)
- 25,300"feet,
de4:ees
at
to 30,000-feet
then straight
--6-3Ceisius (-8i degrees Fairenheit) Refer to S,e-ction 5, ISA Conversion and Operating Temperatwe Limits Charts.
Hot Day:
u.
b.
c.
2-16
+Sa.O degtees Celsius (*12? degrees Fahrenheit) for ground
operations t0 5000 feet.
ISA +3?.0 degrees Celsius (i99 degreee Fahrenheit) for all
ground operations from 5000 feet to 14,000 feet.
is.q +gz.o degrees Celsius (*99 degreqs Fahrenheit) for all
flight operations from sea level to 30,000 feet.
Original lssue
MODEL 406
sEcTtoN
2
LIMITATIONS
MAXIMUM PASSENGER SEATING LIMITS
The two forward seats are pilot seats.
12 passenger seats may be installed aft of the pilot
to Section 6 for seat locations.
A maximum of
seats. Refer
Original lssue
SECTION 2
MODEL 406
LTMITATIONS
PLACARDS
On Instrument Panel.
PARKING BRAKE
PULL TO SET
"l-\
--TOn Left Side Panel
PARI(ING BRAI(E
DEPRESS RUDDER PEDALS. UNLt)CK
T-HANOLE, PULL OUT AND RETOCK'
UNLOCK T.HANDLE. PUSH IN AND,.
RELTASE.
-_- -NELOCT.
Tt) APPIY.
T()
.-
OO N(]T OEPRESS RUI)OER PEDALS.
On Instrument Panel Near Landing Gear Selector Switches:
OPE R AND EXTD
SPEEO I8 t) KIAS
MAX
HORN
UP
GEAR
--JI
V
DISABLE
DN
G
EAR
On Landing Gear Indicator Lights:
00116001
2-18
Original lssue
sEcTtoN 2
MODEL 406
LIMITATIONS
On Emergency Gear Control Cover.
EMER GEAR
EXTEND
r
6tAi strtcr
?
3
GTAS SYS C/B
PLJII
T HAN!TT
Adjacent to Wing Flap Position Control.
FLAPS
200 (TS
200KTS
APPB L
18
O
KTS
LAND
r80
Airplanes -0001 thru -0010
On Environmental Control Panel.
o,li;.N
NF^,rf,
/'"\
t1
CABIN LIEAT
WAqVt
---lili;
q
,\l
,r/
coorrR
CABIN AIR
c0c(Ptr
PULL
+
PIJLL
r,,,r,
80lH
n'o *
|
oir
PUSH
-f
orr
L
RAM Ar8
+
CAB]N
KTS
Airplanes -0011 and On
/
I4ANUAL
Iorrhost
I
FF
tSH
AIN
PULL
00116001
1 June 1987
2-19
SECTION 2
MODEL 406
LIMITATIONS
On Left and Right Emergency Exit Window Trim.
On Right Wall Forward of Emergency Exit and On Left Ernergency Exit
Window Trim.
AFT FACING SEAT BACK MUST 8E
ERECT FOR TAKEOFF
&
LANOING
On Emergency Exits.
Internal:
ll
atr\
OPTN
J/
ct-osE
EXIT
Left Exit
Right Exit
Near Cabin Door
Exterior:
CLOSE
t
I
I
I
I
OPEN
2-20
TO OPEN
DOOR
ROTATE HAN DI-E OOWN
DTPT()Y U PPIR OOOR
RO]A] E SIII- TEVER LJP
STANo Cl-tAR Ar'10 oEPLoY L0WER 000R
TO CLOSE
OOOR
sT0w i0wER 000R
R0TATE S -r r-tvtR 00wN T0 r0cK
STOW
UPP
ER
DOO R
ROTATE HANOI-T UP
STOW HANOI.E
TO
TOCK
00116001
Original lssue
SECTION 2
MODEL 406
LIMITATIONS
Near Cabin Door.
Internal;
EXIT
^Mffi
Near Cargo Door.
Erterior:
Near Left and Right Emergency Exits.
Exterior:
OP€N
t
I
I
I
ctosE
Near Crew Door.
Erterior:
I
LOCK
I
I
OPTN/
I
00t 16001
Original lssue
SECTION 2
LIMITATIONS
MODEL 406
Near Crew Door.
Internal:
-!\
r'lI
cl,osEo
Near Cargo Door.
Internal;
DO()R
()PERATION
T0
0PEN'
SLIDE BUTTON
FWo+&
}
'
TO CL(]SE'
ROTATE
HANDLE
fiRlilE
)
00116001
2-22
Original lssue
SECTION 2
MODEL 406
LIMITATIONS
On Horizontal Part of Lower Baggage Shelf.
On Horizontal Part of Upper Baggage Shelf.
-r
On Cover of Extemal Power Recentacle.
EXTERNAI POWER
28 VoLTS 0.C.
N0MTNAL
8()() AMP
STARTING CAPACITY MIN.
O() N()T EXCEEO IT(]O AMPS
(rc11600r
Original lssue
2-23
SECTION 2
LIMITATIONS
MODEL 406
On Control Pedestal.
l0
oFF A
A
LlI.rf f-Lle
0PtN
+
r,?;"r / \ --"U3sl
riftir-l
li;i/i f---
l,0cx
FUtr c6ossttto
T! 0Pll{
+
t0cK
---J
-tOn Pilot's Sunvisor (Forward Side).
On Pilot's Sunvisor (Aft Side).
(]PERATI(]NAL LIMITS
TI']I {A8KII\IGS AI\ID PLACAROS INSTALLED IN THIS AIRPIAIIIE COiITAIN
opiiririre rruiilttotts wttcH MUST sE coMPtlto wllli '/Ytlt
ainpLltt ttt Tflt i/oRMAL cATtcoRY olhtq oftn rNG
obiirlititic
THIS
iirv:iiaTions vi{ici Musr Bt coMPtrto wtrt wxttl 0PtnATlN6
'ptror s
iiii-ribnl,t-rL crtlconv rru cottrt*tt0 tr
"
r,uluat
tLtcttt
rppnovto
fiiiniiiie i*liitsb'ox ar,to
iriis- inpiaii ri lprnovtD fon oay ilrcHr vfn coNolTlolls lT Is
npgnowo ron olr.ucur ttn c0it0ln0 s allo tllctlls lNT0 lclN8
hirir'orrrolrs it
rnoptn tourPMtttl rs tttsTAtlE0 ANo oPERATlot'lat
iili
ii#iniiiii
lnnmt
tu
-
ut
irt
NO ACBOEATIC MAITTUVERS, INCLUOING SPII'IS, APPROVEI]
..--'--- 30'000 FttT
' ....-.-.-....90 l(lAs
-.-.' r80
..-KlAs
iiiiiiiiriu einCoprmrm sptE0-,,,, --......'-'
" ]80 xlas
i,rliiMuu eiln urtmto srElo- --.-.-'
-...''200
KlAs
APPR
unxim'u iLlp urtmro spE$ r 0 &
..- - ' -- 180 KAs
ir,ialiir'iur,,t rinp ixrtmto sPttD LArto'
..--'
162 KIAS
ulltuvtntle srtto - "" .----'.-' -
Alrlruot counor Sptt0.,-,
MAXIMUM 0PtnAllN6
riCriiilrLiiuri,r
Near Propeller Synchrophaser Control'
PROP
SYNC/PHASE
/'*0"
l+l
\
P+', **{,
00116001
2-24
Original lssue
sEcroN
MODEL 406
2
LIMITATIONS
To Right of Pilot's Altimeter.
Near Propeller Control Levers.
I]O NOT
REVERSE WITH
PRO
PS
D() NOT ATTEMPT
REVERSE WITH
PRt)PTLLERS FEATHERED
FEATH EREt)
Airyrlanes -000t thru -0010
Aileron Trim Indicator.
L
II
Rudder
Airplanes -0011 and On
ROLL
R
I
Trim Indicator.
lllevator Trim Indicator.
I
0
[iH
r|r|
Inside Left, Nose Baggage Door on Hydraulic Reservoir.
-
MAX FULL
ADD00116001
'1
June
.1987
2-25
sEcroN
2
MODEL 406
LIMITATIONS
On Inner Side of Oil Filler Door:
ENGINE OIL
CAPACITY
9.2 US
OUARTS
SEE PITOTS OPERATING HANOBOOK FOR
APPROVTO OItS. ENTER OIT BRAND ANO
TYPt lN ENGINE t0G
800K.
5eoorsr ?s
On Inside of Nacelle Baggage Door (Left and Right)
MAX
BAGGAGE
2O(] LBS
Near Main Tank Filler CaP.
6ue!
lEr:-a
t37.s
ol1
Us
us€Aatl
tHi,,'j'':t#ffi
On Executive Top and Writing Desk Top.
TABLE MUST BE STOWED DURING
TAKE-OFF AND LANDING
On Stowage Drawer
DURING TAKEOFF & LANDING
DRAWER MUST BE IN STOWED
POSITION
00116001
l-zo
Original lssue
sEcTtoN 2
MODEL 406
LIMITATIONS
Inside Nose Baggage Doors.
Inside l,eft Nose Baggage Door.
EXTERNAL HYD.
RESERVOIR FILL
MtL-H-5606
-
Inside Avionics BaY Door.
ilr-Axriluil BAGGAGII-,
250 LBS
trAx
cAPACITY
OPIIONAL
LESS
EQUIP,
mrr00oi
Original lssue
SECTION 2
LIMITATIONS
MODEL 406
On Left Side Tailcone Forward of Rudder Hinge Line.
UNTOCK
UNL()CI(
BEF()RE TAXI
&
\o
FLIGHT
to cx
On Instrument Panel Near Oxygen Control (If Installed).
USE BLUE
OXYGEN
CONNECTOR ()NLY
0
X
Y
G
P
U
L
I
E
N
00116001
2-28
Original lssue
MODEL
406
EMERGENcY
t*3"t8JLTtS
sEcfloN
3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Page
INTRODUCTION
AIRSPEEDS FOR EMERGENCY OPERATIONS .
...
.t-o
3-5
.
EMERGENCY PROCEDURES ABBREVIATED CHECKLIST
Emergencies .....:.
.t-t)
FAILURE
Engine Failure
-ENGINE
Before V, (Speed Below 98 KIAS)
Engine Failure After Vr (Speed Above 98 KIAS) .
Decision to Abort Takeoff
Engine Failure in Flight (Speed Below Vr,ace) . .
Engine Failure in Flight (Speed Above Vr"rca) . .
Both Engines Fail in Flight
Engine Securing Procedure
AIRSTART
Starter Assist
No Starter Assist . .
SMOKE AND FIRE
Engine Fire During Ground Operations (Sufficient Runway
Remaining to Stop) . .
Cabin Fire During Ground Operations
Inflight Wing or Engine Fire . . .
Inflight Cabin Electrical Fire or Smoke
rt-O
3-7
3-8
3-8
3-8
3-8
3-9
3-10
3-10
3-10
3-10
3- 11
3-11
Smoke Removal
3-L2
EMERGENCY DESCENT
Preferred Procedure
In Turbulent Atmospheric Conditions
GLIDE
.J_O
3-12
.
LANDING EMERGENCIES
Precautionary or Forced Landing With Power Landing Without Power . .
Landing With Flat Main Gear Tire
Landing With Flat Nose Gear Tire
Landing With Defective Main Gear
Original lssue
-
1 July 1986
3-L2
.
3-r2
3-13
3-13
3-14
3-1
SECTION 3
EMERGENCY PROCEDURES
MODEL 406
TABLE OF CONTENTS (CONTINUED)
Page
.......3-15
Landing With Defective Nose Gear
...... 3-15
Landing With Power, Landing Gear Retracted
....'.3-15
Landing With Wing Flaps Retracted
.....3-16
Engine Inoperative Landing
Engine Inoperative Go-Around (Speed Above 101 KIAS) . . . . . 3-16
.....3-16
.......3-17
........ 3-17
......3-17
....... .. 3-18
....'.3-20
'..3-21
.......3-22
Oxygen System Failure..
. . .. 3-22
Ice Protection Systems Emergencies ....
.........3-23
Avionics Bus Failure .
.'..3-23
Exits
..
Emergency
.. 3-24
.
......
Procedures
Rescue
LocatorTransmitter
Emergency
(Warning
Flag
Showing)
Failure
Encoding Altimeter
'...... ' 3-24
.. 3-24
.....
Emergency
Situations
Procedures
For
Transponder
.....3-25
...
of
Communications
Total Loss
.''......3-25
Electric Elevator Trim Runaway
.......3-26
.
SPINS
Ditching
SYSTEM EMERGENCIES
Propeller Synchrophaser Failure .
Fuel System Emergency Procedures
Electrical System Emergency Procedures
Hydraulic Systems Emergencies ...
Environmental Systems Emergencies . .
AMPLIFIED EMERGENCY PROCEDURES
AIRSPEEDS FOREMERGENCY OPERATIONS .... .. . ., ., 3-27
3-27
Maneuvering Speed (Ve)
. ...3-27
Maximum Gliding Distance Speed ..
..'..3-28
Air Minimum Control Speed (Vvco) .
One Engine Inoperative Best Rate-of-Climb Speed (Vysc) . . . . . 3-28
....' 3-28
Takeoff Decision Speed (Vr)
......3-28
Takeoff Safety Speed (Vr)
3-2
1 June 1987
MODEL 406
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS (CONTINUED)
Page
Emergencies
ENGINE FAILURE
3-29
3-29
3-29
Engine Failure Before V, (Speed Below 98 KIAS)
Engine Failure After V1 (Speed Above 98 KIAS) .
Decision to Abort Takeoff
Engine Failure in Flight (Speed Below Vr,rce) . .
Engine Failure in Flight (Speed Above V"co) . .
3-30
3-30
3-32
3-33
Both Engines Fail In Flight
3-34
Engine Securing Procedure
3-35
--\AIRSTART
Starter Assist (Preferred Procedure)
No Starter Assist . .
SMOKE AND FIRE
Engine Fire During Ground Operations (Sufficient Runway
Remaining To Stop)
Cabin Fire During Ground Operations
Inflight Wing or Engine Fire . . ,
Inflight Cabin Electrical Fire or Smoke
3-35
3-36
3-38
3-38
3-38
3-38
3-39
3-40
Smoke Removal
Supplementary Information Concerning Airplane Fires
EMERGENCY DESCENT
Preferred Procedure
In T\rrbulent Atmospheric Conditions
GLIDE
3-40
3-41
3-41
3-41
3-42
.
LANDING EMERGENCIES
Precautionary or Forced Landing With Power .
Landing Without Power . .
Landing With Flat Main Gear Tire
-\
Landing With Flat Nose Gear Tire
Landing With Defective Main Gear
Landing With Defective Nose Gear
Landing With Power, Landing Gear Retracted
Landing With Wing Flaps Retracted
Engine Inoperalive Landing
Engine Inoperative Go-Around (Speed Above 101 KIAS) . . . .
Ditchins
1 June 1987
3-43
3-43
3-43
.
3-44
3-45
3-45
3-46
siel
3-47
.
3-48
3-49
3-3
sEcTloN 3
MODEL 406
EMERGENCY PROCEDURES
TABLE OF CONTENTS (CONTINUED)
Page
SYSTEM EMERGENCIES
Engine Emergency Procedures
Propeller Syrrchrophaser Failure . .
Fuel System EmergencY Procedures
Electrical System Emergency Procedures
Hydraulic SystemEmergencies ....
Environmental System Emergencres
Oxygen Systen Failure ....
lce Protection Emergencies . .' . . .
Avionics Bus Failure
Emergency Exits . .
Cabi;Do;r, Crew Door or Emergency Exit Not Secured Light
Illuminated (Door Not Locked) .
Nose Baggage Door OPen on Takeoff
Emergency Locator Transnitter Rescue Procedures
Encoding Altimeter Failure (Warning Flag Showing)
Transponder Procedures For Emergency Situations
Total Loss of Communications ......
Electric Elevator Trim RunawaY . .
SPINS
.
rMencnNcv INF0RMATI0N
3-4
'
"""'
3-49
3-49
3-49
3-49
3-52
3-54
3-57
3-58
3-59
3-61
3-61
.t-ol
3-62
3-62
3-62
3-62
3-63
3-64
3-64
3-65 (3-66 blank)
Original lssue - 1 JulY 1986
SECTION 3
EMERGENCY PROCEDURES
MODEL 406
INTRODUCTION
Section 3 describes the recommended procedures for emergency situations. The first part of this section provides emergency procedural
action required in an abbreviated checklist form. Amplification of the
abbreviated checklist is presented in the second part of this section.
I{OTE
Refer to Section 9 for amended operating limita-
tions, operating proced,ures, performance data
and. other necessary information
equipped with specific options.
^AIRSPEEDS
for
airpLanes
FOR EMERGENCY OPERATIONS
Conditions:
1. Takeoff Weight - 9360 Pounds.
2. Landing Weight - 9360 Pounds.
3. Standard Day, Sea Level.
4. Wing Flaps - T.O. Position Unless Otherwise Noted.
5- Landins Gesr - UP.
(1) Maneuvering Speed With Wing Flaps UP (VA) . . . . . . 162 KIAS
(2) Maxinum Gliding Distance Speed With Wing
Flaps Up
. . 125 KIAS
(3) Air Minimum Control Speed (Vr,nce) .
......90KIAS
(4) One Engine Inoperative Best Rate-of-Climb Speed
With Wing Flaps UP (VysJ At
Sea
Level
108
KIAS
(5) One Engine Inoperative Best Rate-of-Climb Speed
With Wing Flaps UP (VysE) At 15,000 Feet . . . . . . 104 KIAS
(6) Takeoff Decision Speed With Landing Gear Down (Vr) 98 KIAS
(7) Takeoff Safety Speed (VJ
102 KIAS
Original lssue
3-5
SECTION 3
EMERGENCY PBOCEDURES
{ABBREVIATEDPBOCEDURES)
MODEL 406
EMERGENCY PROCEDURES ABBREVIATED
CHECKLIST
I{OTE
This Abbreuiated Emergency Procedures Chec'
hlist ts included as a suppkment to the AmProcedures CheckList. The
Emerpencv
nlified
'Alibreuiated
-Emi
rgency Procedures Chechlist
should not be used until the flight crew has
become familiar with the airplane and systerns.
AII Amplified Emergency procedure item.s must
be accimitish.ed reg-ardlbsi of which ch.ecklist is
used.
Procedures in the Abbreviated Checklist portion of this section shown
in bold face type are inmediate-action items and should be comnitted
to memory.
EMERGENCIES
Engine Failure
ENGINE FAILURE BEFORE V1 (Speed Below 98 KIAS)
l
Power Levers - GROUND IDLE.
2. Brakes and Noe€wheel Steering - AS REQUIRED.
If
Airplane Cannot be Stopped in Remaining Runway:
3. Fuel Control Levers - CUTOFF,
4. Battery and Generators - OFF.
ENGINE FAILURE AFTER Vl (Speed Above 98 KIAS)
1. Aileron end Rudder - AS REQUIRED to rraintain straight
ahead flight (3 to 4 degrees bank
with l/2 ball slip into operative engine).
2. Power - MONITOR.
3. Landing Gear - UP when rate-of-climb is positive.
4. Propeller - VERIFY feathered'
5. Airspeed - MAINTAIN Vz to 4OO feet minimum, then increase to fO8 KIAS.
6. Wing Flaps - UP.
?. Trim Tabs - ADJUST.
J-O
Original lssue
MODEL
406
(neenevtnrEDpRocEDUREs) EMERGENcYt"o%t8JlT.3
After Reaching 1000 Feet Above Ground Level:
8. Inoperative Engine - SECURE.
DECISION TO ABORT TAKEOFF
1. Landing Gear - CIIDCK DOWN. Gear
*
OEE
F;
:
Prn
5Qr-
;
I-gFE
r.d s z;
'-
oi
s,E.€
aifr
Ei
i
F5sE3F€
pEssigEe
z-
i^^^^
Y5-55
' il
EE
h9F.?OE,9
a-
E
No*ra)@
f;EH=
>*
:- tt,
?52
gF
Figure 6-14 (Sheet 2 of 8)
TAKEOFF DISTANCE
Original lssue
5-33
SECTION 5
MODEL 406
PERFORI,IANCE
g
o
oP
6n
rEgHan
Z\E
e !x
oolu
Ep;€
.s:; E
rEgEan
<-96
ii3q.
;3Et
;P8.[E:3
2",
b!
EKEb
rH:Eae
a=H
En*
a6bsa
a&
Eaa
rgqE
eu
(J
b8:aa
EE E€
E-;i
.:
Y'E
aR5$S
F
HsE=e
EdF
EE=€$
P;6i
z
aj
ragEAn
5
E;F
-E
E3
.E4 ;
5Qrut=u
>H I
e9
o?; :,
E
Ei
RKRHS
9S36b RA$S5
HE=EF 39Rg?
e
,F dt , ti
xx.9qqr=
; ef;qEE
F 3ae e.ee
I
zgSP'9E-=
+3
6=
=d
Ficure 5-14 (Sheet 3 of 8)
fAKEoFF DISTANCE
5-34
Original lssue
SECTION 5
PERFORMANCE
MODEL 406
gEsErn
o
oP
5€
P
=9GE
.E=;
r.9
g
6ts
E
o
A@^^
E
Zits
liiii
oo!4
EX
ttiii
-
sEsEa*
E=E3
UBEE.
>@Ez
9 .,-
F: do
E!{;F
adH
tiiii
.iEEA
sai - ^
!2 X !;
g bE 5
rEiEan
tPlgt
:vE!:
RA9-,i
o q = 9?."
fi;e
EE=€8
o
z
H
.'i <'j
o
RRAAA Sgaaa
E;w
E
.E
rE:Egn
u,|....
q;
5 F9
F o
E
8>- E
6
E
2<)
56.
aifr
Ei
dqsee
-.5563--.r-
F
4E
3
F.
9-o .:.4-
831
b
z ;s9 :E
s F fi;3 IEE
t
z.
o
o
Original lssue
Effi*
>=
+a
a<
gF
Fieure 5-14 (Sheet 4 of 8)
'TAKEOFF DISTANCE
c-Jc
SECTION 5
PERFORMANCE
MODEL 406
.g
Za
o
OE
sEgEan
b-
E:E*
9
:>
.=.=x
8,.
:96i6
U::E
o
t-6R
3E
*F
z,,
f,=iu
i(
.s
45549
Eeil
F=do
Pbeg
og sa
l
sEiEar
.9
o
qnEb
6.e 8,ii
i6;3I
6!=e
::; F
sfgEan
..If=tu
B8H
o q = a.=
o;5:r2
3 E;E3
g; "': .;
eEsEgr
z
5
EdF
.E=
>H ;g
x* a
6gi5
q
L.d
.l:
!?
5
^6
sil-
z;
Exj
Ul
e?, rE
3':ctE
;
E
I
PH
F.: v !!.y
a: &S{
o
N.t=
u3
i8
Figure 5-14 (Sheet 5 of 8)
TAKEOFF DISTANCE
5-36
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
g
oP
P EX
:!.€
E:: E
;E E 5
P+ia8
tlt!l
sEgeEn
ttiii
!lit!
=ih
PPU
(,
sfsEee
--i9
FE -'+
x o!=
Jf X:b
-F=6-
Pbee
Z'.L
tilii
8eH
<,
i[sa
:i-o d
;N E q
F 3 xE
rfiEsn
iig 8E
E
-l3
:eg=
g
EEA
oq=q.:
EE=Ef;
H
P;6j.t
o
2
i!
.g! ;
>H Ia
^_:
',=
& q
.E
3*69Co:6dg=oo
u/rvt
or
h qF_ -?o 69
=;'"''6*
^- o o: o.o<
EEBgEEEE
o
zo
rasEAn
z\t
-:
qo$i!
T
_
EdF
c.J.9* f)@
H":
=QF
Ei
i^^^^
B=an6+
Fcg*
>=
tr3
6=
=d
Figure 5-14 (Sheet 6 of 8)
TAKEOFF DISTANCE
Original lssue
5-37
sEcroN
5
PERFORMANCE
MODEL 406
.=
o9
o
rEiEan
*on
e
EX
E;F
E;E*
o-
};;>.9 i
=.8
E
o
=
6=
gE
Fisure 6-14 (Sheet 7 of 8)
TAKEOFF DISTANCE
5-38
Original lssue
sEcTtoN
MODEL 406
5
PERFORMANCE
:
tttll
gegEEn
sH'
bn
1 Jt-
: E:
E:ft€
d-=:
illii
BEH
E
:E
E5
*olz
E63E
<)
h-6E
rEsE6n
o
;3E:
riiii
e;F
F= 6o
P6!29
i[14
;cr'E g
gEbE
*EE.E
I i;
=.9
sEgEEu
6*=.e
=W
6q
=r!:
EF
be:l
BEE
3fiE4.5
AE= E$
H-"i.j
o
z
E
.E
.E
F
sEiEan
c;F
fl
HH
o$g
i6
eF
>-
>=F
G
F
F-99+
u6x
z esg :hq
u)
F
z, .
o
d*ess
-E666
3Fc!G'+
6
zi
;8
- 9f;
g;! .:.sad<
F
Fi
E
5;3
HEa*
>=
+3
6=
gE
Figure 6-14 (Sheet 8 of 8)
TAKEOF'F' DISTANCE
Original lssue
J-.tv
SFAR 41
SECTION 5
MODEL 406
PERFORMANCE
CONDITIONS:
1.
2.
3.
4.
5.
6.
7.
NOTEi
Takeoff Power Set - Refer To
Minimum Torque For Takeotl
Graoh Fioure t10.
Wina Fla-Ds - T.O.
Lev;I, Hdrd Surface.
Dry RunwaY
UOwr FEpS - 9pen.
Inertial Separator - Normal.
Heater - As Required.
Autofeather - Armed.
1. Engrne is assumed to lail iusl prior to VR.
2. tf till power is apDtigd w hout Drakes sa,
3.
4.
5.
dtsrance
apply trom point where tull power is achieved.
Decroase total distance 5 percent tor each 10 knots
h€adwind.
lncrease tolal distance 25 percent lor each'10 knots
tailwind,
With ingrtial soparator in bypass position add 1000 teet
to altitude b€loro sntering tgbles. ffhis relalonship
assumos that bypass is not used above 20 degrees
C€lsius.l
IOTAL DISTANCE TO CLEAR
SO.FOOT OBSTACTT
PRESSURE
ALTITUDE . iI'EIGHT
.
V2.
POUNDS
KIAS
KIAS
9360
98
102
.20"c '10'c
. FEET
10'c 20'c 30'c 40'c 50'c
2908
3132
3388
3678
4013
3151
3415 37M
3406 3704 4038
3698 4043 4445
4034 ,t446 4968
4439 4981
4025 ,$79
4424 4893
4921 5578
6654
6793 8914
496r 5726 5887
5724 6942
9283
7000
4419
4953
5698
8000
9000
9813
Sea Level
1000
2000
3000
4000
5000
6000
6921
9805
9748
i'
4827
5,18i]
7608
10.000
11,000
12,000
r 3.000
14,000
S€a Level
't 000
2000
3000
4000
8300
98
102
2276 2434 2579
2342 3121 3319 4090
259r
n49 3140 3345 JCOJ 5152
2762 2951 3150
3s94 4014 8389
2751 2946
3616 3880 4912
242
2581
5000
6000
7000
8000
9000
2935
3147
3138
3368
3628
3934
4300
sti74 3638 3928 4256 5161
3939 4215 4682
3936 4297 4715 5850
€02 4744 5291
4753 5318 7423
10,000
4749 5326
r,000
6r63
1
12,000
13,000
14,000
6168
3380
3629
3908
4234 70o7
,:rt
1r
EXAMPLE:
Weight -
9C)00 Pounds.
Orrtside Air TemDerature - 16 D€ore€s C€lsius.
Pressure Altitudri - 24tJ0 Feet.
Headwind ComDonent - 19 Knots.
Distance To Accelerate Go lApproximation Msthod) - 5652 Fe€t (5115 Feet With Wnd
Correction).
Figure 5-15 (Sheet I of 2)
ACCELERATE GO DISTANCE
5-40
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
NOTE:
CONDITIONS:
1.
2.
3.
4.
5.
6.
7.
Takeoff Power Set - Refer To
Minimum Torque For Takeofl
Graoh Fiqule 510.
Wino Rabs - T.o
Lev6l, Hdrd surface,
Dry Runway
cowl Flaps - open.
Inertial Separato. - Normal.
Heater - As Required.
Autofeather - Armed.
1.
2.
3.
4.
5.
Enoine is assumed to lail iusl pnor to vR
lf fill oower is aDplied withoul brakes set dislance
aoDlv from Do|nt \ihere full powe' is achieved
D&iease total distance 5 percent lor each 10 knots
headwind.
Increase total distance 25 porcent lor each 10 knois
tailwind.
With inertial separator in bypass position add 1000 feet
to altitude beiore entering tables. (This relationship
assumes that bypass is riot used above 20 degrees
Celsius.)
TOTAL DISTANCE TO CLEAR
sO.FOOT OBSTACLE - FEET
PRESSURE
ALTITUDE . WEIGHT
.
V2-
FEET
POUNDS
KIAS
KIAS
Sea Level
1000
7300
98
102
'20'c .10"c
1871
10'c 20"c 30"c 40'c 50'c
2372
2503
2W
2243 2377 2515
2239 2379 2523 2671
2375 2524 2681 2845
2521 2685 2855 3037
2660
2811
1992
2111
2116
2242
3000
4000
1982
2103
2231
2367
5000
2514 2681
2861
6000
7000
2677
2860
2854 3055
3053 3279
3277 3532
3056 3264
3276 3512
2000
8000
9000
3818 4169
4157 5034
4159 4746 627-2
4579 6097
38r 9
42.98
3019
3687
4376
5134
ro]'
5!13
5606
nTt
5711
1837
1942
2056
3000
4000
1828
1935
1737
1837
1944
2057
2181
5000
6000
2049 2178 2315
2175 2315 2463
2310 2462 2626
2460 2628 2807
2626 2810 3008
2457
2616
Sea Level
3251
3495
3988
3527 3804 4855
3813 4435 6716
3530
10,000
11,000
12,000
13,000
14,000
3049
3092
3530
3242 4138
2831
3085
3544
6300
1000
2000
7000
8000
9000
10,000
11,000
12,000
13,000
14,000
98
102
1542 1638
1631
'1727
1733
1834
2055
194r
1938
2050
2171
2149 2461
2162 2278 2761
2293 2485 ,110
2041
2178 2304 2435 2781
2311 2448 2602 3149
2607
2796 3111
3003 3590
3394
2903
3632
278/ 3314 4384
4268
3894
4813
6984
u:9'
3012 3252 3956 5436
3241 3734 4792 s2:2
3242 3600 4417
3515 4207
4075 5\27 8843
2809
3012
urt
Fieure 6-15 (Sheet 2 of 2)
ACCELERATE GO DISTANCE
Original lssue
c-+
|
sEc'noN
5
MODEL 406
PERFORMANCE
6Fe9
=*
P -H'o*
i.E HE H
bes
EI
Ee_e:-
>
9;;.eE
E=F1O
3ii:-JE
i;EE.;
E"9AF=
[S
ofr.
=Hi"
;l
'i
.x
e5- X
.^o 'r8.9=
{.
a ' F*
>
H aB e&{
(') '
l-g
-_q
.;:r.ErEh
z:EP 9€€
o
.E
!r*
E
<
,li
3
FeF
&-n
d' s)
H gg" oa
a*
.!Ap EP
Y-*
,l;9 5 :
];89,-a 6E
6i
TEO
=E#s
Figure 5-18
RATE-OF-CLIMB - ALL ENGINES OPERATING
(FLAPS . UP) (MAXIMUM CLIMB)
5-44
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
or
3.tnNt!"r u3d
et3l @l - av{l-lc-lo-3J.vu
ra) s ,:: (t
.o
6
.
6l
- .^
-l-t-t-1-1-.1
F
(o 6
FS
sE
^9
;', E:
4 .EJ
sr
Z
F.9
F =6
EE
-9 _ur
E 3=,-*
s>f
E 6ts:
E -.; E;
,^,
'€
Ffl;F
5E;€e
;Hboor
E=Fs
o
<
Y
3€
=
e-.ee
EE€s; 5 e==
!;*l,iE ,EiPP
nEE-o;
E:EE
r- -#€*E
:tEE:.
]
EE#EE FHqq
z'Ea
<.-:,LZ
?iEEe' 6F
R
t
e9
65
;
g=
6 LR:
=JEE
9F+-ts *o
.'rt3g
^F
o t-o
o4F
q
o
ul
Fl
F
ott
o
IJJ
q;
F
=
N
oul
.?O.di
o
ul
6
9.=
? 5-Fn
uJ
oo
3
3S
g
6 Ao
E * E-=c€ -9
E +.
e€lpE:
5 EaEi
a:
s F.'^ n
'-6'=-€E ;:EE
Eigfl'ft
=o*.;.;+.;.;
3>
.!^.
g8; :1*i
5E
.:€ec€Ee
6i
H-
5c ,f€
,' '!
E.P
€=92
i"r
>,<
5eS
e=E =E9
t:5 n oI6
^
Figure 5-22
TIME, FUEL AND DISTANCE TO CLIMB - MAXIMUM CLIMB
5-48
Original lssue
SECTION 5
PERFORMANCE
MODEL 406
!{R
-t
B
=F
o
F
)i5
nts z
F
2
6.4
=tR
.3-|-c
-d
I9+-la
. H+:
tr FE
t=
z
6
6
ai
F
?fi
t>
'o
r46
,qo
ax'
bE
.
.a !
-
5- ;s*E;:
if +-"g 3 gE:sgE;
Eg
-EigFg:
4F
:a
EEEga
EE€EE;
EFSEgEE ,,E€E€;E
("j + d(o 3
'6,
F
89
o)E
(J
.92
g
igE"=
H;9
6
.=
I
i?:
:s:
9
o,E
dF:
6
$Hgl
o
z
I
@ I
E*=g
€i3
8U9
gE*
9 oi
8F5
*Hss
|Jl
o
z
54
pE
@ g
EE==
s
OE
E9'
9Eiq
69:
x< 6
:>*;
9 oE
3F5
$$*;
UJ
o
z
5q
FIi
ko
(I
6
E;
0,:l g
!o2
@J o
a o
s)=f
i -:
-
.::.'D<63
aast.
jH6E
b
,;-=EL4;!^!-9(,)
6: FESEES
EO-ar=(J:r
o
zfNf)*o@N
o
P.o., a I
'i 5 + q! .?
=e
53'.
CT9'?YY
ja(+66
ul E lr-
Ei
ro
ES9
xn 6
:v:
a€t
sHgt
o
z
d9
Fi
=
F
CE
I
6b
alio g
-d.
q
oJ o
oEr.i;6
,:;.'f@ c
Eo!r
fE*€
9(:C
X= ti
Jvioi
9
df;
$H*s
o
z
Hg
Fri
F
.:6 _E;
a-r;
s:="-Eiq
.:='r<6x
Ho8 aaFt
j;-sg(,,
.; k;.Er L E h
FFs'E9,qEE
o
z-c\tr"s(oroFo
o
e!)
o"
EUr
rllETL
tri
+
Figure 5-24 (Sheet 6 of 8)
MAXIMUM CRUISE POVJER
(1900 RPM)
Original lssue
5-55
SECTION 5
MODEL 406
PERFORMANCE
F
^o
62,
I
s
s
r9
3A
a
3
.F
oE
?-
.9(J
g
62
FO
s
5S.
:*;
:"t I
8Uo
:e;
3F5
r*ng
aat
$Hgt
o
z
Hq
Eri
d
a
F
=No<19
e 3t
dja 8,1, E
iE?-"{€
A
g:;,
. F*dB eest
-..-iEEu*r
k9
ihltl
r|'|E:TL
ZgtsEeEiX
P8E_E;3ee
9-r-i+;";;
o
(-)
<:+
Fisure 5-24 (Sheet 7 of 8)
MAiIMUM CRUISE POWER
(19OO RPM)
c-co
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
39
a:
g
HFESF
i
a2
3B
s
,F
6E
l-
I
89
F3
^e=
BB
36
oE
=
EF,
xs:I
HHRPF
E*=a
=@
6:A
x= 6
:vt
9 o<
3q9
3E5
$Hgs
3S5RR
o
z
:e
Fi
=
p
d:
-d. Ee;i
3:='
s.=
ir
.
eE
i?fE
E
Hd8 aaae
-f!= 6 6s!u)
EaL=
!
,
.;
a 3 *'ES:8fi
FO-Cr=():r
d
z-9994
janY-5b6
rrlETI
tri
*L
+
Figure 5-24 (Sheet 8 of 8)
MAXIMUM CRUISD POWER
(1900 RPM)
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
6Z
8e
3
89
33
=
6=
ic
a8
NO
?-
.=
Re&NS
8e
aaaaa
3
Eni;
!p=
:Fg
-6
6l
ol
r$F6
9tao
:s;
3E5
rl
o
z
ql
6
Hq
EE
Eo
6il d 6 - I
.: E13? € *
-ix6.
E_
'
s83{
. i!sff!29FEe=if;
;8E.s;3.Ef
9 r.i; +;.t;
o
Xd3
@ c
!bB
E*=g
69:
x: d
:ii
9 oi
6 ;-
$HH; 3S5Eg
'-:
o
z
5S
Er
F
E
-E
6
:
Sl-".
.i;
f-
?i
EeE
EE;?1E E
aaae
JRod
6 ^-g_!(/)
,t bE.<:*E b
9 g
E9d
3E9
99X
g*Pg
6flE
*Hea
9 oi
s
o
z
ee
Er
=
E
3--"I9
,
!E
dja
S.i,E
Xd 3
aas€
?E?-"*E*
eFe, , h:
..:9
df : =
FF"gEgEEE
9
o
t
.i.'i
+; ,.t;
eTi{q
994a9
E!)
o-
g3UJ
|lli:r!
IEJ
sP
FiEure 6-25 (Sheet 3 of 8)
MAXIMUM CRUISE POWER
(r8oo RPM)
5-60
Original lssue
SECTION 5
PERFOBMANCE
MODEL 406
!:
89
8A
:<
F
89
s3
=
.F
dE
*e
'
89
@6
.2
()
PB
g
:g
Eq'
e&eRR
Fa:
>@ I
qbd
.9:
x=d
:'i:
E$FE
3F€
$HHs
o
z
Hq
gf
E
I
d:
3:!
-d.
oJ o"
o g
96r ci; b 1
eE i?fE E
o=e
$.r96?a
@
Hu8 eaFe
jEoSSo'
5,.EEEEE
FO-O-r5(J:r
5tsUEr!
Ei
E
o
zF(!.fr*6(oFo
Figure 6-25 (Sheet 4 of 8)
MAXIMUM CRUISE POWER
(1800 RPM)
Original lssue
5-61
SECTION 5
PERFORMANCE
MODEL 406
{
a2
83
o-
=
F
89
8e
:9 E88
.Fj
6=
F3
F
r2
FO
@6
s
9E
=R.
!nE
PaaSa
g$tE
SEe
Eig
8U9
:si
Ee€
3EE
a
aaabS
$E*a
o
z.
ER6RA
d3
ts,r
qqi4{
9"
r6
c
n
ke
o'
db
-o =z
6J ci 6 o 9
t!'
;E:3€€s 5HaeFe !4 E!9
i!*3Sgff3 - c,r
3:3E$E$
tro.o--r>e:!
Io t
..i.; + ;..t
".-
33?33
-+
Fieure 5-26 (Sheet 5 of 8)
MAXIMUM CRUISE POWER
(1800 RPM)
5-hz
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
89
3e
r9
33
.t-.-
6E
RHHHR
F
P&h$a
-<
ERRRR
3
89
o6
-9()
s
FO
3o
:g
=
ERRRR
=P
>t
q
x:
;v;
bt
Esnr abSaa
90-l
dl.:E
$Eet
z
34
a3a3a
FE
CE
6
.i;
.,d. e;!
fe
ct"
3=---.Eq=
eE
l?fE
E
aaae
(,
Zg+PPEIH
rHo3
6
-g-!
.;,=EL!t!=!
.
E3;_E;3ef
6
zFcrr(t*o@F.
o
o
tsENRP
EQ9EE
fi5n
UIEE
j-+6;d
Ei
<:+
Figure 5-25 (Sheet 6 of 8)
MAXIMUM CRUISD POWER
(1800 RPM)
Original lssue
5-63
SECTION 5
MODEL 406
PERFORMANCE
39
83
s
89
o-
.F
6=
3
-o
6Z
o)E
.9()
FO
?a
:E
Eq'
c
XR:
g
odd
=6
s
g$FE
8U9
gs;
385
$HHa
'iii
o
z.
d9
R$SEg
Ei
Eo
Pii
:E
6b
I'
t33 a
(r=:
^:;5
'-E'=*{;8
gxa.
' 6"
H?3 44.4{
=F.N'YI
E9
ct'
8,), E
,.,i+ slili;;
Z I HE sEit
Ei
!o t t,'; +;.t *
H8E J=3
aaaaa EE
fClF
.E.E
ui-r!
GJ
<:+
Ficure 5-25 (Sheet 7 of 8)
MAXIMUM CRUISE POWER
(1800 RPM)
c-o+
Original lssue
SECTION 5
PERFORMANCE
MODEL 406
82 q
33
3
FPPF€
89 q
g
AR
.f-
i6E
2e
'
-9!
89
ra s
(J
oE
E3*
fpd:q
Ex=- aaaSa
>@ I
qbd
.q:
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o
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6
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Figure 5-25 (Sheet 8 of 8)
MAXIMUM CRUISE POWER
(18OO RPM)
Original lssue
c-oc
sEcTtoN 5
MODEL 406
PERFORMANCE
ftE
39
83
aaSaa
3
F
6Z
o-
=
t-
dE
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s2
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FO
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Fieure 6-26 (Sheet 1 of 8)
MAXIMUM CRUISE POWER
(1700 RPM)
f,-oo
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
F
^cl
i52
c
=
i
^cl
62
.t-
F
7e
=
6E
F
62
!r:t
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5:99&
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69:
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x= d
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Figure 5-26 (Sheet 4 of 8)
MAXIMUM CRUISE POWER
(1700 RPM)
Original lssue
5-69
SECTION 5
PERFOBMANCE
MODEL 406
89
3A
c
3
3
F
sE
=
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Fj
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a2
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Fi
Eti;
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a
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(1700 RPM)
5-70
Original lssue
sEcroN 5
PERFORMANCE
MODEL 406
3
89
8B
3
89
8F
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F
89
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Figure 5-26 (Sheet 8 of 8)
MAXIMUM CRUISE POWER
(1700 RPM)
Original lssue
5-73
SECTION 5
PERFORMANCE
MODEL 406
8e
83
F
o-
=
89
F
3B
bF
E2
82
.88
P
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=
3
FO
?a
8n:
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=6
E;E
69:
x4 6
E$=5
3EE
$HHs
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=
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Fieure 5-27 (She€t 3 of 8)
MAXTMUM CRUISE PowER
(1600 RPM)
J-/O
Original lssue
SECTION 5
PEBFORMANCE
MODEL 406
3B
=
3B
o.
HHFPE
:a
s
Bg
a8
RFEEE
F
a9
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6
F
a2
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?(JP
F
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s*Pa
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Figure 6-27 (Sheet 4 of 8)
MAXIMUM CRUISE POWER
(1600 RPM)
Original lssue
5-77
SECTION 5
PERFORMANCE
MODEL 406
a2
8B
s
s9
83
=
-F
i6E
7e
asbSE
^o
6Z
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()
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Figure 6-27 (Sheet 6 of 8)
MAXIMUM CRUISE POWER
(1600 RPM)
Original lssue
5-79
SECIION 5
MODEL 406
PERFORMANCE
39
F
8B
o.
r9
33
c
=
3
RF:AA
g
F
s9
^Q
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RA
=
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6:6
860
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Figure 5-27 (Sheet 7 of 8)
MAXIMUM CRUISE POWER
(1600 RPM)
c-ou
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
F
a2
3B
=
F
8e
8t
fj
dE
Eg
^
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2a
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Ficure 6-28 (Sheet 5of8)
MAXIMUM EANGE CRUISE PERFORMANCE
(1900 RPM)
5-60
Original lssue
SECTION 5
PERFORMANCE
MODEL 406
2
o
s
{EiE
EdPS
dErHt
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E
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3,P
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(1600 RPM)
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sEcTtoN 5
PERFORMANCE
MODEL 406
I3
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R&R
3AA
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F
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3,P
2
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t
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Figure 5-29 (Sheet 6 of 8)
MAXIMUM RANGE CRUISE PERFORMANCE
(1600 RPI\O
Original
lssue
5-95
SECTION 5
PERFORMANCE
MODEL 406
s
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a
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$iE5
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EC}
>=
o.s,
o
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MAXTMUM Fo*?ft3fHf;r,
J-YO
Original lssue
SECTION 5
MODEL 406
PERFORMANCE
t
z
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$FEE
gFEH6
E <,!
a
F
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d).9j
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Figure 5'35
LANDING FIELD LENGTH REQUIRED
Orioinal lssue
5-t03
sEcTroN
5
MODEL 406
PERFORMANCE
Qqq
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gea , l E;
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Figure 5-36 (Sheet 1 of 8)
LANDING DISTANCE
5-104
1 June 1987
SECTION 5
PERFORMANCE
MODEL 406
9! E
9!P
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r
t
;TE
E:S
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rEgEan
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1 June 1987
;iz
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Fieure 5-36 (Sheet 2 of 8)
LANDING DISTANCE
5-105
SECTION 5
MODEL 406
PERFORMANCE
I o.9
8EE E
;*E :eE
H.8:
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69.P9 3 y
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6
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5-106
rrlFE
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Figure 5-36 (Sheet 3 of 8)
LANDING DISTANCE
1 June 1987
SECTION 5
MODEL 406
Eeg
4c:
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5!
d+6
PERFORMANCE
E
e
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sagsEn
iiiri
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5-107
SECTION 5
MODEL 406
PERFORMANCE
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LANDING DISTANCE
5-108
'I June 1987
SECTION 5
MODEL 406
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i-ANDING DISTANCE
1 June 1987
5-109
SECTION 5
MODEL 406
PERFORNNANCE
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LANDING DISTANCE
5-1 10
1 June 1987
SECTION 5
PERFORMANCE
MODEL 406
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Fieure 5-36 (Sheet 8 of 8)
r;ANDING DISTANCE
5-1 11(5-112 blank)
SFAB 41
sEcTtoN 6
WEIGHT AND BALANCE
MODEL 406
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
TNTRODUCTION .....
AIRPLANE WEIGHING
Page
.........6-3
PROCEDURE
.....6-3
WEIGHTANDBALANCERECORD .......6-?
WEIGHT AND BALANCE DETERMINATION FOR FLIGHT . . 6-?
AIRPLANEWEIGHINGFORM.
.......,..6-9
WEIGHTANDMOMENTTABLE.
.......6-10
^IENTER-OF-GRAVITY LIMITS ENVELOPE GRAPH ...... 6-16
SAMPLE WEIGHT AND BALANCE COMPUTATION FORM . 6-1?
WEIGHT AND BALANCE RECORD
...,..6.18
EQUIPMENT LrST . .
. 6_19 (6_20 blank)
WEIGHT AND BALANCE COMPUTATION FORM 6-19 (6-20 blank)
Original lssue - 1 July 1986
6-1 (6-2 blank)
SFAR 4I
sEcroN 6
WEIGHT AND BALANCE
MODEL 406
INTRODUCTION
Section 6 of this handbook provides procedures for establishing the
weight and moment and procedures for determinaimlane's basic emptv-balanie
for flieht. This section also describes all
ind the weieht anit
itelms on th; Weight and Balance Data sheet which was provided with
the aimlane (locatcd in the back of this handbook in a plastic envelope)
as delivered from Cessna Aircraft, Company.
NOIE
It is thz responsibility of the operator to erLsure
thAt thg airitnnp is lnadbd proierly.
^AIRPLANE WEIGHING PROCEDURE
To Establish Basic Empty Weight
The airplane nust be weighed in the following configuration
1. Wing flaps shall be fully retracted and all other control surfaces
shall be in neutral.
2. Service engine oil and landing gear hydraulic fluid reservoir as
required to obtain a normal fi.rll indication.
3. Check landing gear down and parking brake released.
4. R.ernove all equipnent
-tools, and items not to be included in basic, eqFty
cont€nts in cabinets and drawers and flobrweight such ig
mats.
5. All equiprnent and furnishings must be in their standard location to
facilitati corrections to "Airplane Standard Empty Weight" and
"Center-of-Gravity'' location.
6. All seats shall be properly installed on tracks and placed in the
most forward positibn against the seat stop. All seat backs shall be
in the vertical-position a;d seat belts crossed on the seat cushion.
?. Close all bagg.age. doors, tailcone access door, main cabin door and
emergency exrl wrndows.
8. Clean the aimlane inside and out.
9. Remove all snow, ice or water which nay tre on the airplane.
10. Weigh the airplane in a closed hangar to avoid errors caused by air
'
currents.
11. Defuel the airplane in accordance with the following steps.
Original lssue
6-3
SECTION 6
WEIGHT AND BALANCE
MODEL 406
CONDUCT ALL DEFUELING OPERAflOlvS AT A SATE DISTANCE FROM
OTHEE AIRPLANES AND BUILDINGS,
FIRE FIGHTING EQUIPMENT MUST
BE READILY AVAILABLE. ATTACH
TWO GROUND WIRES FROM DIFFENENT POINTS ON THE AIRPLANE TO
SEPARATE APPROVED GBOUNDING
STAKES. THE USE OF TWO GBOUND
WIRES WILL PEEVENT UNGROUND.
ING OF THE AIRPLANE DUE TO AC.
CIDENTAL DISCONNECTING OF EITHEN WIRE,
a. T\rrn off all electrical power.
b. Tum crossfeed selector OFF.
c. Remove engine cowl.
d. Disconnect the engine fuel supply line on each engine
and
insert these lines into suitable fuel containers.
e. Apply external power to the airplane.
f. Energize the fuel boost punps until fuel flow is terminated'
TO PREVENT DAMAGE TO THE FUEL
BOOST PUMPS, SHUT OFF THE PUMPS
AS SOON AS FUEL FLOW B TERMINAI|ED.
Drain the remaining fuel through the fuel lrain and - crossfeed
valves into an apprdpriate container. Each drain should remain
open until the deiireling rate slows to approximately I drop per
second.
h. The fuel remaining on-board after defueling is residual fuel and
is included in the basic empty weight.
i. Drainable unusable fuel must be added aft.er the weighing to
obtain basic empty weight. Figure 6-1 includes the weight and
arms necessary to add the drainable unusable fuel.
o-+
Original lssue
sEcTloN 6
WEIGHT AND BALANCE
MODEL 406
12. Leveling
}IOTE
The airplane mrnt be leuel during weighing to
d.eterrnine the Center-of-Grauity. Always Leuel
laterally before leueling longitudinnlly.
a. On landing Gear
(1) Inflate the main gear struts to maximum extension and the
nose gear strut to ninimum extension.
(2) Place scales under nose wheel and each main wheel.
(3) To level laterallv.
place a spirit level directly on the seat
-fi.rselage
' tracks over the -mii:r
station 1??.45. Adjust
spar
the main gear tire or strut pressurC to center the bubble.
(4)
level loneitudinallv, unscrew the two screws approxi' ' To
matelv 0.25 inch at "iivel Point" on the right side of the
fuselase at Stations 248.25 and 272.65. Place the level on
these icrews and level longitudinally by adjusting the nose
wheel tire or strut pressure to center the bubble.
b.
On Jack Points
KEEP THE AIRPLANE LEVEL WHILE JACKING TO PREVENT SLIPPING OFF JACK
POINT AND DAMAGING THE AIRPLANE,
ltotE
strut to preuent
allow minimum' Lota| jac-
When possibl,e, secure nose gear
extension. Thi,s
hing heieht.
uill
(1) Raise the airplane with the hoisting jacks until all
wheels
are clear of the floor.
(2) To level laterallv, place a level directly on the seat tracks
over the main spai nnelage station 177.45. Raise or l')wer
the jacks under ihe wing iack poinLs until the level bubble
centers.
(3) To level longitudinally, unscrew the two "Level Point"
screws approiimately 0.25 inch on the right side of. the
fuselase ai StationB- 248.25 and' 272.65. Place a level on
these icrews and raise or lower the nose jack until the level
bubble certers.
Original lssue
6-5
sEcTtoN 6
WEIGHT AND BALANCE
MODEL 406
When weighing on the wheels or jack points with mechanical
scales, ensure the scales are in calibration within the last 6 months
and used per the manufacturer's recommendations. When weighing
on the wheels, deflate or inllate the gear struts and/or tires until
the airplane is level. Gear struts and/or tires must be serviced per
maintenance manual before airplane is put back into service.
14. When weighing on the jack points with electronic weighing sca.les,
attach the electronic weighing cells to the proper mounting adapters to prevent slipping.
a. Prepare the electronic weighing kit, which has been calibra+*d
or certified correct in the last t2 months, for use by following
the manufacturer's instructions provided with the weighing kit.
Adjust all jacks simultaneously until the cells are in contact
wiih the jick poinLs. Contimie jacking, keeping the airplane
level, until the airplane is supported at the jack points only.
15. Determine scale reading, ecale drift and tare from all three scales.
lo, Lower the airplane and clear the weighing cells as soon as the
1Q
readings are obtained.
77. Computations (refer to Figure 6-1).
a. Enter the scale reading, scale drift and tare from ell three scales
in the columns in the Aiplane As Weighed Table. Compute
and enter values for the Net Weight and Airplane Total As
Weighed columns.
b.
Determine the Center-of-Gravity arm of the airplale using the
formula presented in Figure 6-1.
c. Enter the total Net Weight and Center-of-Gravity Arm in the
a;d Center-of-Gravity Tible columns.
Multiply the Weight (Pounds) entry times the Centerof-Gravity Arm (Inches) entry to determine Moment
Basic Empty Weight
(Inches-Pounds/100) entry. Total each of the thre€ columns to
determine basic empty weight, Center-of-Gravity arm and moment,
TOIE
An attempt should be made to uerifit the results
of each weighing, uhcn data for comparison is
auailable.
Center-of-Gravity arn and moment
in the Weight and Balance Computation Form, refer to 6-4 and
the Weight and Balance Record, refer to Figure 6-5.
d. Enter Basic Empty Weight,
6-6
Original lssue
z\
sEcTloN 6
WEIGHT AND BALANCE
MODEL 406
WEIGHT AND BALANCE RECORD
The Weight and Balance Record, refer to Figure 6-5, provides a record
to reflect the continuous history of changes in airplane structure and/or
equipment which affects the weight and balance of the airplane.
The Basic Empty Weight of your airplare is entered at the appropriate location on the Weight and Balance Data sheet as delivered
from the factory. Changes to the structure or equipment should be
entered on the Weight and Balance Record when any modifications are
made to the airplane. It is the responsibility of the airplane owner to
assure this record is up to date, as all loadings will be based on the latest
entry.
WEIGHT AND BALANCE DETERMINATION FOR
FLIGHT
The following is a sample weight and balance determination. For an
actual determinition for vour airblane. refer to the equivalent illustrations on the Weight and Iialance Data sheet provided in your airplane.
To compute the weight and balance for your airplane, use Figures 6-2
throueh 6--5 as follows: -
fut th" Basic Ernpty Weight and Moment/lO0 from the latest entry
shown "on the Weight and Balance Data sheet or Weight and Balance
Record and enter them in it€m 1 (Basic Empty Weigh-t) of Figure 6-4._
For this sample, assume a weight bf 5190 pbui:ds aid
--- ofl
-.-- mornerit/rOo
---*--
8884.5e.
-'l
NOTE
A blank Weight and .Bqlance Form
for
th,e operator's conuenience,
is prouided.,
at thc end of this
sectlon.
Deterrnine arm, weight and moment/l00 of the crew, passengerc,
from Figures 6-2 and 6-3 and 6nter t-hem
unilir- Payload Computations in Figrire 6-4. The crew and passenger
loading table is applicable only when the Center-of-Gravity of the occupant is at the location specified.
baggage and cabinet contents
If the seats are in any other position than stated in Figure 6-2, the
moment must be computed by multiplying occupant weight times the
arm in inches. A point 9 inches forward of the intersection of the seat
bottom and seat back with seat cushions compressed can be assumed to
be the occupant Center-of-Gravity. For a refirence in determining the
arm, the aft end of the cabin seat tracks is fuselage station 289.08.
Refer to Figure 6-4. Total the Payload Computations items and enter
the resulting Weight and Moment/100 in item 2.
1 June 1988
o-/
sEcloN
6
WEIGHT AND BALANCE
MODEL 406
Refer to Figure 6-4. Total items 1 (Basic Empty Weight) and 2
-l(Fuselage
Payl6ad) to determine appropriate entries'for item 3 (Zero
lFuel Weight with Zero Wing Locker Payload).
I
I R"f"r to Figure 6-4. Item 4 (Wing Locker Payload) is determined from
Table of Fizure 6-2.
Ithe anplicable
--
I
I R"t", Lo Figure 6-4. Item 5 (Fuel Loading)
is determined from the
applicable Table of Figure 6-2.
Total items 3,4 and 5 to deterrnine 6 (Ramp Weight). Enter item 6
I-totals
in Fizure 6-3 to determine if the loading is within allowable linits.
If the poini falls within the envelope, the lbading is approved. If the
point f; s outside the envelope, it \i,ili be necessary to redistribute the
load.
(Less \el- Fo1- Taxiing) from
I Refer to Figure 6-4. Subtract item 7itim
8 (Takeoff Weight). The
to
delermine
lit --b fn"-o" Weisht)
-t*iins
'frol-"nt'oi-thi tu"i -r;;d i;.
is determi"ed by the difierence in
moments
-t"t"ls of the fuel loaded and the fuel remaining after taxi. Enter item
in Fizure 6-3 to determine if the loading is within allowable
ttakeoff'weisht must never exceed 9360 pounds). If the point falls
outside of the envelope, it will be necessary to redistribute the load.
la
-limits
Refer to Section 5 for estimated fuel used during the flight. Determine
of the fuel to be used. The moment h determined
thJ esiimatcd weight
"in momenl,s
of the fuel remaining after taxi and the
br. th" diff"t"tt""
reaching
the
destination. Obtain Momen'r,/lO0 from
after
fiiel remainine
6-2. Eiter the total of these weights and Moment/100 in item 9
lFisure
-(kss Fuel To Destination).
Item 9 (Landins Weishi) is delermined by subtracting item 9 from
it€m 8. Enter itern- t 0 to-tals in Fizure 6-3 to determine if the loading is
within allowable limits. If the point falls within the envelope, the loading
is appr.oved. If the point falls outside the envelope, it will be necessary to
red!'ctnbute lne toao.
o-t
1 June 1988
SECTION 6
WEIGHT AND BALANCE
MODEL 406
NOTE
IT tS TttE SESmNSIBlUry
fHE
rHAf
rm
r5o
am
TEE AIRPIANE IS LOADED
250 300 350 &O
.USELAGE STATION (FS)
_
OF
OPERAMR TO ENSURE
.r50
INCHES
LOCAIING CC WITII AIRPLAI{E OiI LANOINC GEAA
L€GEND
Dim6Nion
l - fldizdral dlri.n4 lrm
oimeion a -
afior altpld. k l.v€l m
Ho.t2@rrr di3t @ r.m
c.nlo. ot netn bndtng g4r axt€ lo c.nr$ ot noe ta.di.g gss arr6 (d6tehin€d by no$u.€m€n,
@los).
.€lor*a
datuF lo
dtd
ot mah taiding g.$ dto obrain l}ls dBi.m by n€asunng hm
and 3lb3rsctinq rhi3 var6 tr@ dtMsad A ;nd a.tding to FS 99'\@
54.
)*rr potrI FS 09 5r b @w ot tw bndi.g gs.. .ie
{Mu3l b. m6&r.d aft6r atlPl.G is r.vor 6 s€t6.)
FOBMUT lorLonoitudinarco
(om.Nis
CG
^-
ot
.,o,*.-
e,
Cd.,
_
N€r
a) x tN@ r6.di^q
w€€rnX
N6. .nd Main
wo,oht
I
Llrd,no G.at
rolabd{
_
LEVELTNG PnOVtSlOftS
LOCATING CO WITH AIRPLANE OII JACK PAOS
T-."-"*-";-*'"*;;-l
I
FORMULA tor Longinxrn.r CC
cG
^h
aa'lM
104.51
o'
2o.r
os
x iNo.6 J.ck po^l
---...'.i9:$|+{@ ./'d wns rdcr
w€lghr
Poinr
Tor.r€dl
,
)
FUSELAGE
-,
I
L TER^L
I
ArFS243,2s AND FS 272.65
ON SE^r rR^Ct(S OVEA
-
M
rrsp^R
rd P.rhr
_
_.
-
MAC
An
------_naE(cG
ol Ar@€ftr
160 04
DFAINASLE IINIISABLE FUEL AT 670 POUNOS PEF GAfLON
Figure 6-l
AIRPLANE WEIGHING FORM
Original lssue
I
I
)
LOCANNG PERCENT MAC
FOAMUL
|
o-v
SECTION 6
WEIGHT AND BALANCE
FUEL LOADING
2025.72
2062.19
2098.65
37.4E
74.92
112.32
149.68
187.00
2?4.24
261.53
298.75
335.93
373.07
410.19
2135.11
484.33
521.35
55E.37
595.3,1
4089.70
4125.08
2351_O2
4269.61
4413.71
4449.E6
743.00
779.89
816.77
853.62
890.46
927.27
964.07
2718.1-l
2154.52
2790.44
2427.15
2863.45
2899.73
2936.00
1000.85
2972_17
3008_34
1074.36
1t 11.09
1147.80
1184.50
1221.14
3044.50
3n80.65
3116.79
3152.92
1237 _45
3225.16
3261.27
3297.38
3333.47
3369.55
3405.63
3441.70
3r89.05
1294.51
1331.15
1307.78
1404.40
r
'1.41.00
14f7.60
1514.21
1550.82
1567.41
1623.99
r733.66
'1770.20
1806.73
1643.25
1879.76
1916.26
1952.75
r 949 24
4522.13
{558.24
4594.34
4630.43
4066.52
4702.59
4738_66
4810.76
4846 80
48E2.43
4918.85
4954.86
4990.86
5026.84
5062.82
5098.80
5134.59
5170.39
5206.19
5242.00
u77.77
3513.83
5421.14
3585.92
3621.96
3658.00
3693.98
3729.95
3765.93
1697.11
4486.0r
s2f7 _42
5313.04
5349.46
5385.30
35{9 88
1660.56
€05.60
4341.60
4377.60
26E1_42
i037.61
4197.64
4233.€3
2499_U
2536.26
2609.07
2645.45
70f.12
4t61.66
2403.41
2572.6f
632.29
669.22
4017.75
4053.72
2171.55
2208.00
2244.52
2241.03
2317.53
2390.50
2426.96
447.28
3945.80
3981.77
5457.00
5492.86
5524.72
5564.60
s600.48
5636.38
5
2.24
3801.91
5708.r9
3837.88
3073.85
3909.83
5780.05
5785.58
574412
I()TE
OFuel weight based on 6.70 pounds/gallon.
OFor additional fueL informatinn refer to Section 8.
Figure 6-2 (Sheet 1 of 6)
WEIGHT AND MOMENT TABLE
6-10
Original lssue
SECTION 6
WEIGHT AND BALANCE
MODEL 406
CREW. PASSENGERS AND CARGO COMPARTMENTS
CREW
AIO PAS3EMIERS
CAROO OO||PARTTIIfT3 @i{TENT3
CNEW. PASSETOEBA A O
CAROO COI|PARIXEIfTS XO*,IT Ant'|S
Gtr|
ww
Tit m
ww
nTn
w
rTl
w
w
w
Figure 6-2 (Sheet 2 of 6)
WEIGET AND MOMENT TABLE
Original lssue
6-11
sEcTtoN 6
MODEL 406
WEIGHT AND BALANCE
CREW, PASSENGERS, CABINET AND CARGO
COMPARTMENTS
IND
TOflE TARMS
CREW' PASSEIICEnS
CAN@
CREW A}ID PAAS€MiEBS
caBrt{Et arD canoo
colrP^nl*$rTs
@
"AFTIIEXTS
COi{TEXTA
Fisure 6-2 (Sheet 3 of 6)
WEIGtrT AND MOMENT TABLE
6-12
Original lssue
SECTION 6
WEIGHT AND BALANCE
MODEL 406
CREW, PASSENGERS, CABINET AND CARGO
COMPARTMENTS
CREW At{O PASSETIOERS
CARGO COMPAATMENTS COXTENIS
CREW, PASSENGEA At{O
CAROO CO'iIPARTMEXTS MO EMTARHS
mm
tf !f
i;t a;t
tv !7
Figure 6-2 (Sheet 4 of 6)
WEIGHT AND MOMENT TABLE
Original lssue
6-13
SECTION 6
WEIGHT AND BALANCE
MODEL 406
CREW, PASSENGERS, CABINET AND CARGO
COMPARTMENTS
CREW AXD PASSENOENS
CAR(IO COIPAETMENTS CO}IIEI{TS
CREW, PASSE]{GER AT{D
CARGO COUPARTTi,IEi{TS liloilEl{T ARli'lS
Ficure 6-2 (Sheet 5 of 6)
WEIGIIT AND MOMENT TABLE
6-14
Original lssue
SECTION 6
WEIGHT AND BALANCE
MODEL 406
CREW AND CARGO COMPARTMENTS
CARGO COMPART EiITS CONTE}ITS
can@ colrP^RruE
Ts
@ rExrs
CREW AXD CABOO
cofiP^a Exrs ottErr airrs
Figure 6-2 (Sheet 6 of 6)
WEIGHT AND MOMENI' TABLE
Original lssue
6-15
SECTION 6
WEIGHT AND BALANCE
164 166 r6a 170 1t2 \71 176 173 rao 132 184
MODEL 406
136
810 12 14 16 1A 20 22 21 262A30 323-{ 36 3340
CENTER OF.GRAVITY
- P€RCENT ]VAC
1672-2
Figure 6-3
CENTER-OF-GRAVITY_LIMITS ENVELOPE GRAPH
6-16
1 June 1988
SECTION 6
WEIGHT AND BALANCE
MODEL 406
WEIGHT MOMENT/
ITEM
FUSELAGE PAYLOAD
100
CO[IPUTATIONS
IVOMENT/
ITEM
r00
OCCUPANTS
1
137.00
170
232.90
SEAT 2
137.00
170
232.90
SEAT 3
178.00
170
302.60
SEAT 4
178.00
170
302.60
SEAT 5
218.00
170
370.60
SEAT 6
218.00
170
370.60
SEAT 7
249.00
170
423.30
SEAT 8
249.00
150
373.50
SEAT
SEAT 9
SEAT
1O
SEAT
11
1.
BASIC EMPTY WEIGHT
171.19
5190
8884.59
FUSELAGE PAYLOAD
1600
2793.60
ZERO FUEL WEIGHT
WITH ZERO WING
LOCKER PAYLOAD
(sub-tolal) (Do not exceed
weighr limil ot 8500 pounds)
6790
11,678.19
'Akplane CG
2,
3.
45.
6,
:
200
422.00
1240
2241.03
8230
14,381.22
-60
-109.48
8170
14,271.74
-800
-1465.43
7370
12,806.31
WING LOCKER PAYLOAO
FUEL LOADING
RAMP WEIGHT
(sub'tolal) (Do nol exce€d
maximum ramp weight
of 9435 pounds)
7,
LESS FUEL FOR TAXIING
8.'.TAKEoFF WEIGHT
(0o not exceed maximum
tak€off weight ot 9360
SEAT 12
SEAT 13
'Airplan€ CG
SEAT 14
:
173.77
9.
CARGO
O.
AVTONICS
32.00
NOSE
71.00
CARGO A
170.00
CARGO B
197.00
CARGO C
224.O0
CARGO D
251.00
CABGO E
278.00
AFT CABIN
FLOOR
281.00
260
184.60
LESS FUEL TO DESTINATION
--LANDING WEIGHT
(Oo not exceed maximum
landing weight of 9360
"Airplane cG
*Ai,pranecG
:
:
172.72
"SE58If*
*
too
--Totals must be within approved weighi and cent€r_ofqravity limils. It rs the rosponsrbrlity of ths operator lo
;nsurb tnat tne a'rplane ia loaded properly. ih€ Basic
Empty weight CG is nor€d on the Airplane weEhrng
Form ll lh€ airplsn€ has been alt6rod, relerto theweEhl
and Balanc€ Record for information.
301.00
BAY B
Enler on lhe CenteFof-Gravity Limits Env€lope Graph to
chock if within approved limils (shaded area).
317.00
CAAINET
CONTENTS
FUSELAGE
1600
2793.60
1672-A
Figure 6-4
SAMPLE WEIGHT AND BALANCE COMPUTATION FORM
1 June 1988
6-17
SECTION 6
WEIGHT AND BALANCE
MODEL 406
(CoNTINUOUS fTSTOBY OF CHANGES tN STFUCTUnE MODTFTCATTON
OFI EOUIPMENT AFFECTINE WEIOHT ANO BALANCE)
Figure 6-6
WEIGIIT AND BALANCE RECORD
6-18
Original lssue
sEcTroN 6
WEIGHT AND BALANCE
MODEL 406
EQUIPMENT LIST
For a complete list of the required and optional equipment installed in
the airplane as delivered from the manufaiturer, refer-to the equipment
list furnished with the aimlane.
WEIGHT AND BALANCE
COMPUTATION FORM
FUSELAGE PAYLOAD
COMPUTATIONS
,I,
BASIC EMPTY WEIGHT
*Airplane
SEAT
1
137.00
SEAT 2
137.00
cG
:
ZERO FUEL WEIGHT
WITH ZERO WING
LOCKER PAYLOAD
(sub-total) (Do not exceed
w€ight llmil ot 8500 pounds)
SEAT 3
SEAT 4
WING LOCKER PAYLOAD
SEAT 5
SEAT 6
SEAT 7
SEAI
6.
RAMP WEIGHT
(sub-total) {Do not 6xc€ed
maximlm ramp weighl
ol 9435 pounds)
7.
LESS FUEL FOR TAXiING
8
SEAT 9
SEAT 1O
8. "TAKEoFF wEtcHr
(Do nol exceed maximum
takeoit weight ol 9360
SEAT 11
SEAT 12
*Airptane
SEAT 13
SEAT 14
9.
CARGO
O.
AVTONICS
32.O0
NOSE
CG
..LANDING
WEIGHT
(Do not exceed maximum
landing wsight oJ 9360
pounos)
cc
CARGO A
'Airptans
CARGO B
"Airprane cG :
CARGO C
CAAGO
D
CARGO E
278.00
AFT CABIN
FLOOR
281.00
:
LESS FUEL TO DESTINAIION
to#58#oo
"
too
ttToials must
be wilhin approvod weight and center"o!
gravity limits. ll
lhe .espons,bility 01 lhe operator lo
's
rs loaded properly. The Basc
sflsure lhat ths airplane
Emotv weioht CG rs noted on the ArrDlane weiohino
Form. ll th€:irplane has been altered, reterto th€ W'erqhi
and Balance Record for inlormation.
301.00
BAY B
317.00
1 June 1988
Enter on lhe Csnter-ol-Gravity Limiis Envelope Graph to
check if within approved limils (shaded ar6a).
6-19 (6-20 blank)
SFAR 41
MODEL 406
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEi'S
sEcIoN
7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
TABLE OF CONTENTS
INTRODUCTION
AIRFRAME
FLIGHT CONTROLS
Aileron System
Aileron Trim System .
Elevator Syst€m
Elevator Trim System .
Rudder System
Rudder Trim System .
INSTRUME}.IT PANEL .
Overhead Console .
Annunciator Panel ..
FLIGHT INSTRUMENTS
GROUND CONTROL
Nosewheel Steering System
Minirnum T\rrning Distance
WINGFLAPS SYSTEM
LANDINGGEAR..
Landing Gear Safety Switches
Landing Gear Position Lights
Landing Gear Warning Hom ..
Page
....,..7-5.
.....7-5
...,,7-5
...,.,..7-G
......,...7-7
........7-8
.........7-9
.......7-10
......,..7-11
........7-74
....7-14
...7-15
.......7.T9
.... 7.20
.....'l-20
.....7-21
.......,,7.2I
.....7-23
. . . 7-23
....7-25
.....,,,.7-25
...... 7 -26
Landing Gear Emergency Extension System .
.....7-26
Landing Gear Shock Struts
BAGGAGE COMPARTMENTS ....
.,,.., 7-28
........7-29
Cargo Loading
SEATS, SEAT BELTS AND SHOULDER HARNESSES . . . . . 7.30
......7-30
Pilot and Copilot Provisions . . . . . .
Passenger Provisions
..........7-30
........7.31
DOORS,WINDOWSANDEXITS
...7-31
Cabin Door
....7-32
Crew Door
.......... ?-33
Cargo Door
.....7-33
Windows
..... 7-33
EmergencyExit/VentilationWindows
.....7-34
CONTROLLOCK..
Original lssue - 1 July 1986
7-1
SECTION 7
MODEL 406
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
TABLE OF CONTENTS (CONTINUED)
Page
ENGINE
Engine Controls
Engine Instrumentation ..
Engine Break-In Procedure
Engine Oil System .
Ignition System
Air Induction System .
Inertial Separator System
Exhaust Systen
Cowl Flaps
Starting
.
Syst€m
Engine Accessories . . . . .
Engine Shock Mounts .
Fire Detection and Extinguishing
PROPELLER
Overspeed Governor Test
FUEL SYSTEM
Fuel Tanks
Drain Valves
Fuel Indicating Systern
Fuel Pumps
Vent
System
System
Switch
.
.
FirewallShutoffValveSwitches
Fuel Flow Gages .
Fuel Quantity Gage ..
Fuel L,evel Low Warning Lights .
Engine Fuel Systenr .
HYDRAULIC SYSTEM
BRAKE SYSTEM
ELECTRICALSYSTEM
Battery .
Battery and Generator Switches
Generator Control Units
Voltmeter and Ammeters
Circuit Breakers, Switch Breakers and Fuses
Spare Fuses
AC Power
Extemal Power Receptacle
Crossfeed System
.......7-34
.......7-35
...'..7-38
......7-39
"..7-39
....'..7-39
...'...'.7-40
'.,,..1-40
..,....7-40
"",,'..7-42
.,.....7-42
'.,....7-42
...,....7-46
.. '..,,.. 7-46
... 7-46
........7-48
........ 7-48
... 7-48
.........7-49
'.,".'.7-49
...7-49
."......7-53
'.... 7-53
......... 7-54
".'.7-54
.........7-54
........7-54
...7-54
.,....,.. 7-55
-57
.,.....
.....,...7-57
.'.'. ?-58
7-58
'."....'
........7-59
.'.'... ?-59
....... 7-59
7
...7-59
''" -62
......7-62
7
Original lssue - 1 July 1986
SECTION 7
MODEL 406
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
TABLE OF CONTENTS (CONTINUED)
Page
LIGHTING SYSTEMS
7
-62
External Lighting
Internal Lighting
BLEED AIR SYSTEM
HEATING, VENTILATING AND DEFROSTING
'7
-62
SYSTEMS
Cabin Air System .
Heating and Defrosting
Cabin Heat Controls .
Cabin Air Controls .
Air Duct Overheat Switch
.
TCTNGEQUIPMENT..
Propeller Deice System
AVTONICS
Avionics Interference
Avionics Master Switches
1000 Audio Control Panel
Locator Beacon
400 Marker Beacon .
400 Glideslope
Nav/Com
.
Finder
.
ELECTRICAL ELEVATOR TRIM
CABIN FEATURES ....
Cabin Fire Extinzuisher
Original lssue - 1 July 1986
7-66
...7-68
...'
Ventilating System. .
OXYGEN SYSTEM
PITOT/STATIC PRESSURE SYSTEM
Pilot's System
Copilot's System .
PNEUMATIC SYSTEM
STALL WARNING SYSTEM
400 Automatic Direction
400
800 Yaw Damper
7-64
1......
.
7-68
7-68
.."""
'.".....7-68
.'.7-69
."'.7-69
...7-69
..... 7.71
.... 7.73
..'.....7-'13
.'...7-73
......... ?-73
.....7-'15
.........'t-79
'.......- 7-79
.....7_75
..' 7-80
...'... ?-80
..'...' 7-80
....... ?-85
'..7-85
.'.....' 7-88
..'..... ?-90
........7-92
'..' 7-98
'...7-99 (7-100 blank)
..... 7-99 (7-100 blank)
.....7-99 (7-100 blank)
7-3
sEcloN
7
DESCRIPTION OF THE AIBPLANE AND ITS SYSTEMS
MODEL 406
LIST OF FIGURES
Figure
Page
7-1 Aileron System
7-2 Aileron Trim System
7-3 Elevator System
7-4 Elevator Trim System
7-5 Rudder System .
7-6 Rudder Trim System
?-7 Instrument Panel .
7-8 Overhead Console
7-9 Annunciator Panel and Warning Lights . .
.
7-6
.
7-7
7-8
7-9
.
.
7-10 Nosewheel Steering System
7-11 Minimum Turning Distance
7-12 Wing Flaps System
?-13 Landing Gear SYstem
?-14 Emergency Blow Down Bottle Pressure Gage . . '
?-15 Landing Gear Emergency Extension System .
7-16 Powerplant System .
7-1? Engine Air Flow
7-18 Propeller SynchroPhaser
7-19 Fuel System Schematic . .
7-20 Wing Fuel Hopper Tank Schematic
?-21 Hydraulic System Schematic
7-22 Hydraulic Reservoir Sight Gage
?-23 Electrical System Schematic ......
7-24 l-ntt and Right Side Consoles
7-25 Cockpit Lighting and Controls .
7-26 Cabin Lighting and Controls .
?-2? Bleed Air Shutoff Valve
7-28 Bleed Air System Schematic
?-29 Cabin Air System Schematic
?-30 Cockpit Oxygen Outlets
7-31 Oxygen Duration Chart . .
7-32 Pitot/Static Pressure System
?-33 Instrument Air System Schematic
?-34 1000 Audio Control Panel . . .
7-35 Marker Facilities
?-36 400 Marker Beacon Indicator Lights . .
7-37 Glideslope Indicator
?-38 400 ADF Controls and Indicators
7-39 400 NAV/COM Controls Panel and Indicators
7-40 Yaw Damper .
7- 10
7- 11
7
-t2
7
-74
7
-20
7
-27
7 -2',1
7-36
7
7
7
-4r
-45
-50
. . ' ' 7-57
?-56
....'.."
.'..."7-57
. '.. ?-60
'........ 7-61
...,..- -65
..... ' '.. 7-65
....'.'l-67
7
7
-67
7-70
7-7|
7-74
7 -76
7
-8r
7-86
7
-87
7-89
?-91
7
-94
7-98
Original lssue - 1 July 1986
MODEL 406
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
INTRODUCTION
its
Section ? provides a description and operation of the airplane and
s'stems'
orE
Operational procedures for optional systems and'
equipment are presenled Ln sectton v
AIRFRAME
The Model 406 is an all-metal, Iow-wing airplane .The fuselage and
empennaqe are of semimonocoque construction' Ihe wlng and nonzonurr
of conventional aluminum construction' The
^^ .i'J ti?"ltiu-*.f""".
-G;-I
"."
""i
which attach to tuqefa.ge at bulkhead
spars
;ffi;t*;;; -fit"-""t"r -"i"
panel iing has 2 main s.pars. which attach to the
iJ"'":ii""i.
sparc. rE" retractable hnding gear is a tricvcle
;;;;;;i";;";;bty
design using oil-over-air gear shock struts.
FLIGHT CONTROLS
flisht controls consist of the ailerons, elevaton and rudder and
The
''t".p?"ii*
i.i- .vtt"-". All of these surfaces are constructed of
ttt"i.
aluminum and are statiaally mass balanced.
Original lssue
7-5
sEcTtoN 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEIVIS
MODEL 406
AILERON SYSTEM
Each aileron, refer to Figure 7-1, is attached to the rear main wing
spar at two points. The aileron is actuated by a bellcrank which is
attached to a wheel in the wins. The wheel is actuated bv cables
attached to lhe pilot's control w'heel. An aileron-rudder inteiconnect
spring is incorporated to improve lateral stability.
,*-S
A
DETAIL
DETAIL \-
A
57603012P
Figure 7-1
AILERON SYSTEM
7-6
A58611022
857611018
c51612017
Original lssue
MODEL 406
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
AILERON TRIM SYSTEM
to
Aileron trim, refer to Figure 7-2, is achieved by-a trim-tab attached
tab
is
trim
The
hinge
piano-tvpe
iengtfi
d'ii
*,J'il"n-iii"i6ii';i;i'-;
jack
tlpe
screw
tq
is
attached
push-pull
which
rod
."i"ul"a tv a
.a
fitJ actuato. is driven bv cables attached to the
liiiiiii ii' t["'*i"-elthe
i;- "onttol knob oi cockpit control pedestal.
DETAIL A
DETAIL
B
57603010P
4516r r043
8576110r9
or"r*oRtii#-',.".trt
Original lssue
7-7
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
MODEL 406
ELEVATOR SYSTEM
The two elevator control surfaces, refer to Figure 7-3, are connected
by torque tubes. Each elevator assembly is attached to the rear spar of
the horizontal stsbilizer at three points. The elevator assemblv is actuated by push-pull rods which ire attached to a bellcrank- in the
empennage. The bellcrank is actuated by cables attached to the pilot's
control wheel.
DETAIL
B
606330O2
A60631003
DETAIL
860621002
Figure 7-3
ELEVATOR SYSTEM
7-8
Original lssue
MODEL 406
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEiiIS
ELEVATOR TRIM SYSTEM
Elevator trim, refer to Figure 7-4, is achieved by elevator trim tabs
attached to the right and left elevators wilh q ful-l length piano-t1pe
hinee. The trim ta6s are actuated by pushpull rods which are attached to
dual iack screw t!'pe actuators in the horizontal stabilizer' The actuators
ar,e d.iuen bv cabies attached to the trim control wheel on the cockpit
control pedeital.
DETAIL
DETAIL
C
60633001
454611016
B60e3r 0()1
I
c57613041
nrrvnt6'ffdftiol""rtrt
Original lssue
7-9
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
MODEL 406
RUDDER SYSTEM
The rudder, refer to Figure 7-5, is attached to the vertical stabilizer
rear rnain spar at three points. The rudder is actuated by a bellcrank
attached to the bottom of the rudder. The bellcrank is actuated by cables
attached to the cockpit
-to rudder pedals. A rudder-aileron interconnect
improve fateral stability.
spring is incorporated
DETAIL
A
60623@2
A54611010
860621tlo2
Figure 7-5
RUDDER SYSTEM
7-10
Original lssue
SECTION 7
SYSTEI/|S
ITS
AND
AIRPLANE
THE
OF
DESCRIPTION
MODEL 406
RUDDER TRIM SYSTEM
tab attached to
Rudder lrim, refer to Figure ?-6, is achieved pv a trim
hinge' rhe
piano-tvpe
il;ff';i',h";dE*.-*i*''th,j"il;;;
-n.,{ .1".'*t'aitached to.a-jack screw
*hi"h-it
push-pyii.md
bv a
i.li"'i"u l.
i
".t"ut"d j*n'-inl*;l;Jl;rff
::t,':,f"'H:',jl*o*'
:ffi f, :l'#i:;; jH"
DETAIL
A
oeratl B
60623m1
A60621001
854611012
*,r""rtttiitfr-3trtr*
Original lssue
7
-11
SFCTION 7
DESCBIPTION OF THE AIRPLANE AND ITS SYSTEMS
MODEL 406
Figure 7-7 (Sheet 1 of 2)
INSTRUMENT PANEL (TYPICAL)
7-12
Original lssue
SECTION 7
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
MODEL 406
trrerT
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L? ro ro ro ui rn La l.) ro ro (0 <) 'Indicates which wavpoint data (FRQ, RAD or DST) the
inqement/decrement rotary switch will change
FREQUENCY DISPLAY (FRQ)
incremenls of .05 MHz.
'
Displavs frequencv from 10800
to 11795 MHz
in
RADIAL DISPLAY (RAD) Displays ground station radial on which walpoint is located
from 0.0 to 359.9 degtees.
DISTANCE DISPLAY (DST) - Displays the offset disbnce of the wavpoint ftom the
ground station over a range of 0.0 to 199.0 NM.
RMI DISPLAY (Optional) (Not Shown) ' Displavs tbe besring to the walpoint/station'
Consult the RMI Supplement 33 in S€ction 9 of this handbooL for additional informa7.
WAYPOINT/MODE (WPT/MODE) CONTROL dual concentric knobs
a.
Th€ outer knob selects the MODE of unit operation. Turning the knob clockwise
causes the mode to sequence thru VOR, VOR PAR, RNV, RNV APR and then back
center knob selects the WPT to be disptaved Tuming the knob causes the
displayed wawoint to incrcment by on€ thru th€ walpoint sequence of 1,2" 9'0,1'
b. The
Momentary pushbutton which' when pressed, causes the active
watpoint to take on the same value as the displayed wawoint
L USE BUTTON -
Mornentary pushbutton which, when press€d, cauees the
active wa,?oint to rcturn to the display
L RETURN BUTTON (RTN) -
RADIAL BUrION (RAD) Push on, push off button which, when pushed on,
causes
the remote DME to display the radial from ststion in VOR mode, or radial from
wawoint in RNAV mode inslead of KTS, ald "F" (FROM) appeam inst€ad of MIN'
CHECK BUTTON (CHK) - Moment€rv pushbutton which, when pressed, causes the
mw radio data ftom the NAV Receiver and DME lo be displaved The radial from the
VOn eround station will be displayed on th€ RAD displav and the distsnc€ from tlle
shtio; will be dsplayed on th; DST display. There is no €ffect on anv other data
output.
12.
-- OFF/PULL ID CON'IROL - Rotarv
*i"",
power to the KNS-SI
pulled"ppli".
out to hear vOR ident.
swttch/potentio-meter.which' when turn€d dmkincreases NAV audio l€vel The switch mav be
;nd
Figure 1 King Area Nav (Type KNS-81), Kine DME Control/Indicator
(Type KDI-5?2) and Associated CDI Controls (Sheet 2 of 5)
1 June 1987
SUPPLEMENT 25
3 of 11
SECTION 9
SUPPLEMENTS
MODEL 406
13. DATA tsU'flON - Momentsry
() <) display to change from
pushbutton which, when prcssed, causes the caret
FRQ to RAD to DST and back to FRQ.
14. DATA INPUT CONTROL - Dual
.out"
concentric knobs with the center knob havinq an "in"
position.
and
FREQUIINCY DATA: The out€. knob varies the fr€quency from 108 lo 117 MHz in
I MHz steps. The cent€r knob varies ftequency fmm .00 to .95 MHz in .05 MHz
steps with the knob in iis "in" and 'out" position.
RADIAL DATA: The outer knob va.ies the t€ns digit q'ith a carryover occuning from
the tens to hundrcds position. The center knob in tbe'in" position varies the units
digit and in th€ "out" position varies the tenths digit.
DISTANCE DATA: 'l'he outer knob varies the tens digit with a canyover occurr;ng
to hundreds plac€. The cent€r knob in the "in" position varies the units
ftom the
in the "out" position varies the t€nths digit.
digit and "ens
VORTAC,AMAYPOINT displayed in .l
nauticsl mile increments up to 99.9 NM, then in increments of one nautical mile to 389
15. DISTANCE DISPI"AY DME distance to
NM.
16. SELECTED MODE ANNUNCIATOR '
(1): NAV
(20).
1?.
Displays the DME operatins MODE; NAV 1
mode selector switch
2 (2); NAV r HOLD (1H); NAV 2 HOLD (H2) of the
GROUND SPEED DISPLAY - Displays ground speed up to 999 knots. Gmurd speed is
accurate only when flying directly to or ftom the station (VOR mode) or waypoint
(RNAV rnode).
18. RNAV ANNUNCIATOR (RNV) 'Indicates RNV when displayed data is in r€lation to
the RNAV walpoint. If the wrong DME mode is select€d during RNAV operation, th€
RNV annunciator will flash.
r9.
TIME-TO-STATION/WAYPOINT DISPLAY - Displays time'to-station (VOR mode)
or time-to waFoint (RNAV mode) up tr] 99 minut€s. Time-to-shtion infomation is
accurate only when flying dircctly to cr from the station or waypoint.
20. DME MODE SELECTOR SWITCH '
Applies power
to the DME and
selects DME
operating modes as follows:
OFF: Turns the DME Ot'F.
Nav
I
(N1): Selecre DME op€mtion with No.
selection by
NAV I frequency selector controls.
I
VHF navisation seq enables chann€l
Figure 1. King Area Nav (Type KNS-81), King DME Control/Indicator
(Trpe KDI-572) and Associated CDI Controls (Sheet 3 of 5)
SUPPLEMEN'T 25
of
11
1 June 1987
sEcloN 9
SUPPLEI\,'IENTS
MODEL 406
HOLD (HLD): Selects DME memory circuiti DME remains channeled to station.to
which it was last channeled when HOLD was sel€ct€d and will continue to displav
information .elative to thjs channel Allows both the NAV r and NAV 2 navigation
receivers to be set to new operational frequencies without affecting the pr€viou.ly
selected DME operation.
CAUTION
h the EOLD mode there is no annunciation of the VOR/DME
station frequency. However, an snnunciator, labeled "lH" or "H2"'
illundinat€s on the DME display to flag tbe pilot thrt the DME k in
the HOLD dode, RNAV will b€ inoperative wher on HOLD.
NAV 2 (N2): Selects DME operation with No. 2 VHF navisation set; enabl€s clannel
selection by Nav 2 frequeniy s€l€ctor switches. N2 must b€ select€d for RNAV
operation if connect€d to NAV 2. NAV 1 must be selected for RNAV op€ration if
connected to NAV 1.
Brightness
of the labels lor this swilch is controlled bv the radio lighi dimming
2t. COURSE INDEX Indicates
select€d
VOR/RNAV coune
NAVICATION FLAG (NAV) - When visible, red NAV flas indicatrs unreliable
VOR/RNAV/LOC signals or improperly operating equipment. Flag disappears when a
22.
reliable VOR/RNAV,/LOC sisnal is being rec€ived
TO-FROM 1NDICATOR Operates only wit}l a VOR or RNAV signal With usable
VOR/RNAV signal, indicates whether selected course is "TO" or "FROM"
station/walpoint. With usable localizer signal th€ indicator is not in view.
24. GLIDE SLOPE DEVIATION
25.
NEEDLE lndicat€s deviation from ILS slide slope'
COURSE DEVIATION POINTER
RNAV course or localiz€r centerlin€
- Indicates couFe deviation from
select€d omni or
26. RECIPROCAL COURSE INDEX - Indicat€s reciprocal or s€lecied VOR/RNAV course
27.
OMNI BEARING SELECTOR
28. OBS COURSE
CARD
(OBS)
Rotates OBS course card
to
select desired
Indicates selectad VOR/RNAV couse under couse index'
29. GLIDE SLOPE FLAG (GS) - When visible, red GS fiag itidicat€s unreliable glide slope
signal or improperly operating equipment- Flag disappea$ when a reliable glid€ slop€
signal is being received.
1. King Area Nav ('type KNS-81), King DME Contrcl/Indicator
Figure
- (Tlpe
KDI-5?2) and Associaied CDI Controls (Sheet 4 of 5)
SUPPLEMENT 25
1 June 1987
5 of
11
SECTION 9
SUPPLEMENIS
MODEL 406
30. BACK OOURSE LIGHT (BC) The 1000 autnpilot
BC lieht (shown) will illumrnate
amber when a localizer frequency is selected qs the active wa'?oint frequency and when
back-course operation is selected by the BC (Back Course) mode selector pushbutton on
the 1000 IFCS mode selector unit (if installed). BC lisht dimnins is available by th€
RADIO light dimmi.g rheostat.
CAUTION
WheD €otrn€cted to NAV 2 and back-cours€ operatiotr is selected,
the cour€e (omDi) devistion bar (26) od the CDI will revers€ and
cau6e the localizer si$ral to the autopilot to revefte for bsck-course
operatioD. When contrected to NAV l, the IISI will not reverse but
the localizer signal is reverEed in the sutopilot for bsck course
oPeration.
Figure 1. King Area Nav (T1pe KNS-81), King DME Control/Indicator
(Type KDI-5?2) and Associated CDI Controls (Sheet 5 of 5)
1 June 1987
sEcloN
MODEL 406
9
SUPPLEMENTS
SECTION 2
LIMITATlONS
The following RNAV IFR approach limitation must be
adhered
airplane operation.
OPERATING LIMITATION:
1.
IFR Approaches -- Follow approved published RNAV instrument proceoures.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic
equipment ig installed.
sEcTloN
4
NORMAL PROCEDURES
PREFLIGHT:
AREA NAVIGATION FUNCTIONAL TEST:
The following procedure applies only to ai4orts equipped with, or in range
of, a collocated VOR/DME station.
1.
2.
3.
4.
5.
6.
OFF/PULL IDENT Control -- TURN ON
MODE Control -- SELECT VOR mode.
DME FUNCTION Switch -- SELECT N1 or N2 depending on svstem
selected.
OBS Knob - SET so needle is ccntered with "FROM" indicationRAD Display -- ENTER a waypoint radial angle equal to the OBS value
determined in step 2.
DST Display -- ENTER a walpoint distance equal to the indicated
DME value.
'| June 1987
SUPPLEMENT 25
7 ot
11
SECIION 9
MODEL 406
SUPPLEMENTS
?.
MODE CONTROL 'SELECT RNV mode.
The KNS-81 is operating properly
1,0
NM and the couBe deviation
if
the DME distance to wa5point is
less
needle rs within a dot of being centered.
PROGRAMMING:
Pe inent information (walpoint number, station frequency, waypoint radial,
and walpoint distance) for up to ten walpoints is entered into the memory.
Programming may be completed prior to takeoff or during flight. Any combinatiorr of navigational facilities (RNAV wal4roint, VOR/DME, ILS) may be loaded
the computeq however, it is desirable that each facility be numbered and
in rhe sequence in which it is to be used.
V WAYPOINTS:
t.
OFF/PULL IDENT Control -- TURN ON.
1
2.
WPT CONTROL Knob -- SELECT watpoint
3.
4.
5.
6.
7.
8.
either direction to get "1".
DATA INPUT Control -- SELECT frequency for walpoint 1.
DATA Button -- PRESS to move > ((caret) from FRQ to RAD.
DATA INPUT Control -- SELECT radial fo. waypoint 1.
DATA Button -- PRESS to move ) ( (caret) from RAD to DST.
DATA INPUT Control -- SELECT distance for walpoint 1.
SEQUENCE 2 thru 7 -- REPEAT for all the waypoints desired up to a
maximum of t€n.
Turn the knob in
NOTE
VOR and ILS data are entered
in a similar manner except,
RAD and DST entries are not required.
INFLIGHT USE:
OFF/PULL IDENT Control -- PULL ON.
DME FUNCTION Switch -- SELECT Nl or N2 depending on system
1.
2.
selected.
WPT CONTROL Knob -- ROTATE as required to select the desired
wa5rpoint number. The waypoint iaformation (frequency, radial, and
distance) associated with the WPT number will be displayed in their
3.
respective displays.
WAYPOINT Display (WPT) -- OBSERVE that WPT is blinking indicating that the waypoini is a preview waypoint and noi the active
waVDolni.
SUPPLEMENT 25
of
11
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
DATA INPUT Control
'' SEI FRQ, RAD,
and DST as
desired
preview walpoint is to be rnodified'
NOTE
it
is lhe active walpornt
the data input tFRQ'
by
Jr'r' pr*i"*'*r'l""int. will be affecr€d
control.
DST)
and
RAD,
Only the displayed waypoint. wherher
6.
RETURN gn1161 (RTN) -' PRIISS
to the active walPoint number'
if it
is desircd to return the displav
NOTE
7.
until
The wawoint conrrol knob may also be manually rolated usrng
the activl waj|poinl, number is again displayed ln lreu ol
the RTN Pushbutton.
(blinking WPT)
USE Button -- PRESS if it is des ed to place preview
f ",'iiifi iT'd1'.t*-utthat.wPrisnot
8.fi
" iily"#tri?r'ilt3""ffactive
waJ&oint- is now displaled'
910.
i.ilcatfi tut the
,--- *mode
navigation
i;?H;'i.;;;;":--JELEcr ii"i'"a o"pp.ropiiate
PRESS ir ihe.radial rrom the
ii;fi;;;;1;;" iruol
be displaved on the DME knots displav
wi
i"ai"r
ir'"
dd]JJ
il;i"";
station display'
"i".g ",ltft
ar "F' on the DME time to
NOTE
The radial switch (RAD) is noi the momentary tJPe' therefore'
DME informath"
-,r"i Lt pt".t"a again for the normal
"*ii"n
tion to be disPlaYed.
11.
12.
oBS Knob -- sELEcr desired course
the raw VoR and DME data rs
be displaved in thetAD
will
vOn
ti,"
X*i"*1.^t-r'""t"iriii-'displav
be displaved in the DST displav'
will
VOR
;;;'.t,e ;ilE;tJ;n"" tn tt "
CHECK Button (CHX) -- PRESS
KNS-81 OPERATIONAL NOTES:
-l.
rhe
bv
VOR MODE OPERATION -- VOR mode is selected of the
'turning
wa}pornt
left
to
the
ff4Onf .."t."f knob until VOR is displl{ed
is automat',callv tuned when
;;;b"". i; voR mode, the remote dMb
via the N1 or, N2 position
source
ln"'if',f S-sf is selected as the iuning
di"t"o""' ground speed and time to
The course
the VORTAC station rs displayed "n the DME display
." tit" nVfe indicator' Upon iu"k-o't'
SUPPLEMENT 25
1 June 1987
9 of
11
SECTION 9
SUPPLEMENTS
2.
MODEL 406
deviation indicator displays conventional anzular crosstrack deviation
from the selected course (110" fir.ll scale). Duiing VOR mode operation,
the RAD and DST displays show dashes.
VOR PARALLEL MODE OPERATION -- VOR pARALLEL mode is
selected by turning the MODE control knob uniil VOR pAR is disolaved
to the left of the waypoint number. If the syst€m is receiving valid
signals from a collocated VOR-DME facility, this mode provides a con_
stant cou$e width irrespective of the distance from the VORTAC and
normal DME information fu displayed on the DME indicator. The
cours€ deviation indicator displays t5 NM full scale from the select€d
course. The RAD and DST displays show dashes during operation in the
VOR PAR mode.
NOTE
a This
mode of operation is primarily used when the pilot desires
to fly a constant cou$e width io either side of the
selected VOR
course. By flying a VOR parallel course, the pitot is able to stav
up to a maximum of 5 NM to either side of the selected VOR
will not track a VOR
offset parallel course, but will track the selected base course in
course. The Sperry 1000 or IFCS autopilot
the parallel mode of operation.
. It
ie recommended that either the VOR mode or RNV ApR
of the VOR pAR mode for approach.
This procedure is recommended because the resolution of an off
mode be us€d instead
corrrse indication increases qrith decreasing distance to the sta_
tion in standard VOR mode and a tightei resolution of 11.25
NM erists in the RNV APR mode, but the resolution remains
constant ( +5 NM tull scale) in the VOR pAR mode.
3.
4.
ENROUTE RNAV MODE OPERATION -- ENROUTE RNAV MODE
is s€lected by_ tuming the MODE control knob until RNV is displayerl to
the right of the wa5rpoint number. If the system is receiving vali'i Jignals
from a collocated VOR-DME facility, tliis mode providJs a constant,
course width and DME information to the walpoint. The course de_
viation indicator displays 15 NM full scale from iie selected course.
RNAV APPROACH MODE OPERATION __ RNAV AppROACH mode
is
by turning
MODE control knob until RNV ApR is
to the nght ot-the
the waypoint number. If lhe system is receiving
valid signals from a collocated VOR-DME facility, this mode provides i
constant course width and DME information to the wayp;int, The
course deviation indicator displays a I l/4 NM full scaie from the
selected course. For RNAV approaches, the RNV ApR mode is normally
selected prior to final approach cou$e inl,erception.
selected
orsprayeo
SUPPLEMENT 25
10 of 11
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
ILS
an
MODE OPERATION -- ILS mode is selected bv selecting
5.
" ILS
frequency
ILS
an
Whenever
il;t;;;; f." the active wavpoint frequencv
the same
-rem-ains
is the actrve wayporn! lrequency' the mode display
RAD
and DST
the
6rt
APR)
nxv
iiriC* ?tii, vo'fi ian, dNv oi
is p::]-id"d i"
deviation
angula{
conveniional
onlv
)irri.u" *"'Lr-t"d.
"tull scale deviation from course ce.nterline is
;l:"Tii ;ili;;;inal
and t0'7ofor. the glide slope)'
localizer at -o"i-lo*tiottt
t2.5ofor the
"a""i"tlon
tfr"""o*t"
6'6,';;;til
pointer function can be reversed for back course
pushtutton on the
il lr'! eA'cr cRS mode. selector
Absence of^thc LOC/GS
1000 IFCS rDode s€lector
ii"*f""Ji" ""t""".tea
u"'t
Uv tfre
if
in"tatt"at
NeV and GS flags in the CDI or HSI'
sEcTloN
5
PERFORMANCE
when this
11i.11t:^"qutpt""'
There is no change to the airplane performance
t.
t"#ft'd.'"i;il"*:-th;;{1"'-'"*tAl'tii"ltr"T*e'jl.i::"il""1"*";"i?"*X:"":'
related eaterDal antcnnas, wrlMgulr
1 June 1987
SUPPLEMENT 25
11 of 11
SECTION 9
SUPPLEMENTS
MODEL 406
SUPPLEMENT
KING AUDIO CONTROL PANEL
(Type KMA-24H-70)
sEcTloN
1
GENERAL
The King Audio Control Panel (Type KMA-24H-70) is- a compact solid
unit containi-ng all operating conlrols on the front of the unit'
There are two control knobs on the far left of the panel for intercom control,
ten push button switchee on the top center of the palel for speaker audio c
ten push button switches on the bottom center of -the panel for phone
ol -d two control knobs on the far right of the panel for a
"o.rt
function Mic s€lect gwitrh and a spea.ker auto switch.
The electrical power required for operation of the audio- cofitrol panel's
headphone and/or speaker functions is supplied by RH AVIONICS BUS through
a 'p,-tlt-off type circuiL breaker labeled AUD PRI.
TNTERPHONE (INTERCOM SYSTEM)
The interphone system consists of a hot mic volume control and an intercom
VOf ivoice) sensitivity
control which are controlled by the two control knob€ ou
the far left of ihe panel. The inner control knob controls the intercom
ouly and does not affect the other inputs. .The-outer tontrol .fnob,1|en
to the detent position provides hot mic operation When rotated
n iii
i^ 1."-oa
iha
L".l' selects
Relecls intercom VOX (voice) sensitivity
range,
the control
midde
to
ihe"f""f.t*
-iear.
"^';'.1 knob
the voice activated intercom aud'io
knob
adjusts
u"a ltt" rotation oi this control
level.
SPEAKER/PHONE (COM/NAV/DME/MKR & ADF) MONITOR PUSHBUTTONS
The audio panel incorpolates in the center of the panel two rows of ten
Dushbutton switches, Iabeled SPEAKER on the top row and labeled PHONE on
ifi" bott rrr row. These pushbuttons permit the pilot or copibt to monitor the
va"ioue c;nutu"l"utions and navigation systems available.to the.operator' When
depressed, each pushbutton connects ita respective na-vrgatlon ancl/or commumcato ;ither the sp€ater (top row of pushbuttons) or the headphones
llJo
"yst€(bottoia
row of pushbuttons). To disconnect a communication or navigation
system from eithe; the sp€aker or headphones, depress the desired pushbutton a
second tiure.
1 June 1987
SUPPLEMENT 26
1of 5
sEcTtoN
I
MODEL 406
SUPPLEI\4ENTS
Mrc SELECT SWTTCH (TNCLUDTNG EMG, pA & EXT pOStTtONS)
A multiple function MIC selector control swikh is located on the far right of
tfie parel and is the inner confol knob. In the COM position (1 thru 4),
microphone and audio keying are routed to the gelect€d tralsceiver and the
speaker amplifier is connected to the cockpit speaker. In the PA position, keyed
microphone audio is rout€d to the aft cabin speakers for passenger address. The
EXT (erternal ramp hail speaker) position is not uged in this install,ation. In the
EMG position, the microphone and headphones are connected directly to COM 1
aa a means of failsafe communications in the event of a failure within the Audio
Control Parel or on the RH AVIONICS BUS.
SPEAKER AUTO SELECT SWITCH
The SPKR AUTO selector control is located on the far rieht of the Danel
and is the out€r coDtrol knob. When rhe SPKR AUTO switchls oulled out. it
will automatically s€lect the audio from the transceiver selected bv the MIC seiect
switch to be heard on the cockpit spea-ker.
sEcTtoN 2
LIMITATIONS
There is no change to the airplane limitations when t}lis avionic equipment
is installed.
lf'"??rr""t
rt
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
KMA-z4II-7O AUDIO CONTROL PANEL
r'voxRELEASEADJUSTMENT-TheVoXrleasepotisAcc$s;blethmuehIhe,maj|
' i"'i"'i"-,r'" i.;* left corna of rhp fr nr Danel clockwise sdju'tment wrrr rncrease rne
ended vOX release should be
rime that the intercom remarns t" "ii"t'"p""ttt has
adjusted to suit user Prcferenc€'
2
r
NrERcoM
jn"f*'t:
rvorcE,, sENS''j$II.SllT,[".'.;,]:fl
;" \l.'"'"ff,
posrtio'j".i l:1-1i*^1".
adiusrs rhe sensilivitv ol the vorce activaLed
vox
clo{k',,ise detlnr
vii,ilili"r'f !':,:1ii;:."?"{1:ir::hril;1{;rt*nt.si**rl*'r::llxl
:i"'#tr;it'-"".lliilf.Tl$fl ":hiift ,ri"l,iL,"*"axr'J",fl
power
lffi::I":fi: i.ffi:"lfii: il"['il:;:; ;#;;;' ;;"h';; wlen marine rarse'1""'I:
changes.
rNrERcgM vor-uMx
cglllgl
T"ln:'F:il":ij:ffi
-,TIt,ll,T"i?"jir*ffiIifl:
contn l. This adjusts the intercom vorume
wlen either the pilot or copilor' kc)s the microphone 10 trangmrr'
;""";;;;;l;;rr"
'*":ilr";s::,ntlm[1ru'*s.:'lr:$* :nn'li' i:: I;l;'oi'ffi"i*::
(SPEAXER) - Select^r buhons for speaker
SPEAKER AUDIO SELECTOR BUT'|ONS
op"iuto-it i"f"cl anv onc or more audio sisn'ls
ardio outDut when press€d tn
"nuo'"" a sF ond Irme
To disconnect, depress lhe pushburbn
SPEAKER
AUro.swrTcl.:Jh:' .pY.il-:*;i:l".";TiTllll ;'J":i:','Jf
ixl*ii:1.*::59":t\::"T't'*,il'i'1r:l'i;;'""ir"r' i",i*'v"
$i;iJll"'.I:
h;ard on th€ head'
phones.
Control Syst€m Operating Controls
Fizure
- 1. King Audio (Sheei
1 of 2)
SUPPLEMENT 26
1 June 1987
3of5
SECTION 9
SUPPLEMENTS
MODEL 406
MIC SELECT SWITCH (Including EMG, PA and EXT posftions) - tn the EMC
(Em€ rg€.ncy ) posit
_
ion, microphone 6udio, mircrophone key and headphones are conto COM L This providee failssle iornmunications in th; event of Audio
Panel Failure. In COM positions (1 ttrru 4), microphone audio ard keying is connected
to the appropdat€ transmitter and audio from the ielected receiver wili be heard on tne
spealer wlen the AUTO SPKR kDob is pdted ouL tn the pA positioo. keved micronect€d directly
phone audio is
loyted- to lhe aff. cabin speakels for passenger address. The
is noDfirnctional in this instr_Uation. Dudng trgnsmit all received audio
sidetone froE the select€d tlamEitt€r is h€rd on spesler and phones.
E*T
i!
posrion
mut€d and
HEADPHONES AIJDIO SELECTOR BUITONS (PHONE) - Setector buttons for
hesdpbon€ audio output. When pressed in, enabl€s headphone operation to anv one or
1.
more aucuo sBnals. 't o disconnect. depress rhe pushbutton(s) a second time.
Figure 1. King Audio Control System Oprerating Controls
(Sheei 2 of 2)
SECTION 3
EMERGENCY PROCEDURES
.
There is ao c-bange to the airylane emergency procedures when this avionic
equlpment lI} rnst€Ied.
NOTE
a This tlpe of audio control palel has independent. citcuits for
speak€r and headphone functions. Thus, one failure does nol
of both headphone and speaker audio. In case of
failure to tlansmit over the headset MIa, the operator mav still
be able to transmit using the hand-held MIC. (The hand-mike
jack is connected in parallel with the copilot,s headset jack. For
better modulation and less background noise, unplug- the co_
pilot's headset when using the hand_held MIC.)
cause the loss
a IF a complete failure of the audio conhol pan€l occurs. Dlace
the MIC select switch in the EMG posirion. The micropione
and headphones will be connected directly to COM 1 ag a
meaIrs of failsafe communications.
SUPPLEMENT 26
4of5
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
sEcTloN
4
NORMAL PROCEDURES
AUDTO CONTROL PANEL OPERATIONS:
1, MIC Select Switch -- SELECT desired conmunications transcerver
(COM 1, 2, 3 or 4 position) for.transmitting'
pri6itn
rfrvlrD .q'di" .qeleci Button(s).;, l-ElE93
bi"diribii aro/or
2,
- SPtlAl$j}(
""ili,i
,l""i"ed,
svsi"m
6bi,i7iln
-- to rngurtgl audio-over :t!hi: llti:lT:i
pushbutitip'i"*'"r i'""rtU"rtt"")- ttt" tt*dpnooes (bottom row of
s.
tons).
Selector Knob -- PULL
recerver'
commurtications
selected
on
audio
b"P;iKEn AUTO
il;"t;;i#il7*
ine level.
5.
6.
t?;;;;"
oUT for automatic
speaker
n"""iu". euaio Control -- ADJUST to desired listen-
INTERCoM VoL Control -- ADJUST to desired
level while u.sing hot mic.
i'Litdi'6'6tr"ibx (voi-cetsensitivirvcontrol--Rpr.ArE-c-o-Y1g^!
and then adjust as required
ilif'"i;."#;; ii'"' -iJar"- '-ei
-ml'ercom'
desired voice activation of hot mic
SECTION 5
PERFORMANCE
when this avionic
There is no change to the airplane peformance
is installed.
SuPPLEMENT 261
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
SUPPLEMENT
KING DIGITAL ADF
(Type KR-87)
sEcTloN I
GENERAL
automatic direcThe King Digital ADF is a panel-mounted' digitaU-y
-l-kHz-tuned tunins in the
digital
pio"icle
continuous
to
l"'d""ig""d
ti." ;;l;;.-li
nechanical
or zoolln, t" iigg-tir" -a etminat€s th9. r9ed.fot
H;;;;;&
tinet'
a built-in electronic
i?"'i""*it"-rtit'* ihe "y"t"m i" "o-ptit"a of a -receiver'
and
roop
ra-aae'"'.uined
#J. - u(drrr'ts uurwqw"
itJ".'lii*riiaii",ii
a
TIT
Kl-227 Kl-228 or
be a TPll1?,T*t:g
'
on the avionics optioDs installed' ih" indi""toi canDigital
are.shown and
AIF
King
tot
the
oopUl"
and
KI-229. Operating controls
i##Jil'ii*t r- rt " ",dio rv"ti- *ecl.ioin"9"r"',:!i9l.T1-t[T^T*%f:l
supplement 26 in section e
il
]JllHfi#;;1fti";i.-.;";;tJ;ribecl
this handbook.
can- be us€d for position plotting and homing
of amplitude-modulated (AM) signals'
reception
a,r."".-arrd for" auril
The
KiIg Digital ADF
proce-
The "flip-flop' frequencv displav allows tyit"li"c" -b,:1:T1
by pressing tr': lr-equ:i:v llTl:.:
---'-""
"sririibs.il"*i1,Aciil,E;-i."q";;;ies
in a non-volatile nemory circuit
a
ftequencies
pre-selected
ton. Both
"tot"i
'''i"""i'.1'""l"".iu*ii-J"a-al'pi"v"ainselr-dinminggas^g:i*"iH"*T;
fr
while the
ii'"o"ti""''ltii aitplaved in the Ieft window'readout
t"ff;it#;;;il
fro
from
selected
the
or
fiequency
Jri disPlaY
ai*f"" either the standbv
window
-i.i^- will
built-in electronic timer.
The built-in electrcnic timer has two separate ang,indeq:n9€:l
unit. is
J1ilg
on'
the
.tumed
ti""": i"r;";;;;; mgilitr."i-titti ttutt" *tt"tt"u""
timer
el:Fsed
An
timer functions up to 59 houls "oi-sg titt"t"t'
-wlich
q""""t
r- "o *" ss '.ninutes and 59 seconds
ryl"l,
:1ffi
"
ilis^-plaJ
:00'
reaches,
int€rval has b€en progtammed anJ the countdotvn
,the
uott' the fligrt timer .and :tfg':1,11T",1
ro.,cPExuvuurr' '" ^' r-":"'"'- '-"' -:-la"ing
ilfr
io,fic"to"" are internally lighted.
"lo#i",irir,'it^":d;;;-;;"il.;,t':r1T_T:lTi^g:"T1,,,*e,:*"ljlT
conlrols and l,ne or.
il."#il;
;;:i'?;t;;fu."si"""
The pushbutton
"iiv
i!
"."t".it"a
1 June 1987
Uv the radio light dimming rheostat'
SUPPLEMENT 27
1of 8
SECTION 9
SUPPLEMENIS
MODEL 406
12ilt0$
KI.227 INDICATOR
KI.229 OPTIONAL RMI INDICATOR
14
ro
15
Kt-228 tNDtcAToR
Figure 1. King Digital ADF Operating Controls and Indicaton
(Sheet 1 of 3)
SUPPLEMENT 27
2ol 8
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
(ANT) is selert€d bv the'out" position of.the ADF'
MODE ANNUNCIATION
-"iJ" i'"p"ovesAntenna
for statioo identhe auret r"ception and is usuallv used
tiiti"l rli"
g0orelative positioD'
is deacrivate; and will park in tbe
ii"niii"". ft'" be*r"e'point€r
bv the depressed positioD of .thc
;i,ffi;;i Dt'Ji"" 'Filder (ADF) mode is select€d
bcains poinr'er'.The bearins point€r will pt rnt in
Lirilii*t. rf';" -"ae activales ihe
ii"-dlteciio" of th" st"tion rclative to the airplane heading'
ACTn'E FREQTIENCY DISPLAY - The freqxencJ to which.rhe
PF."*-P]* "
b" changed direcllv when eitler or the
;ip';fi il;;*Th; ;;tl'e eor r'"q*ncv
"ar
timer functioru are sPlected.
The B{O modg' activated.and arTlunBEAT FnEQUENCY
-"neo"OSCILLATOR (BFO) -pernits
the carrier wave and associated
button i! depressJ'
iit i *l*-trt"
mors€ code identiier broadcast on lhe csrrier wave lo lr€ beam'
NOTE
audio :vill :b: hea:d
CW sisnals (Morse Code) are unmodulat€d and no t}re
Unit€d Stat€e air
itFd. This'tlpe of sisnal is noi used in
;h"fi;;
t"ig"ii-. ri"ii" .*a i. some foreigrr countries and msrine beacons'
- when Fx,Q -is displav€d the
Jhe STANDBY rreouencv
displav
bsnd
rislt
in
rhe
displaved
il;"}cvls
3+fr6;i
STANDBY, frequency is put
seleded
Tbe
knobi
setecr
trequ""cy
trre
*i"i
i^""r""r"apresing the flequencv transfet button
(FRQ)
STANDBY FREQUENCY ANNUNCIATTON
ilt"
,qCffvt
i-1"
f."qtencv window bv
tr€quenry' tbe nisht rimer'
STANDBY FREQUENCY DISPLAY - Either rhe stsndbv timer.and
elapsed tiEer,a-re
iJ ii. ifitje€d.li-l- r' aisplaved in this position Tbe flisht blind Bemory
r'"q""oiv
i*"-;'ito
T
td&-itt
ti#;ff;"il";
"i'i"r
!r
back at snv trEe bv depressrng rne r rtQ button Flig,llt,lire
displsyed and anlruDciat€d alt€rnslively by depresstng
In€ rLtlr I
F-g'd
llme 3r€
^etapsed
uuL@n'
(ET) or flight time (FLT)
TIMER MODE ANNUNCIATION - Either the elapsed time
mode
7.
i.s
alnunciated herc.
st€ndbv .ftPqu€ntv when.FRQ ts
FREQUENCY SELECTOR NNOBS -- Selects the
either of the timer Nnctnns
c'/henever
tseduencv
sctite
l.be
ait".rlv
ai"pta-v"a ana
either.clockwi
"elecis
rotaled
be
knobs'mav
s€lector
ftequency
i"- iJi"t"a..'fft"
knob ;s pulled out.rn t"ne the.l's Tbe "P+ T,"b,:""Xyrl:l
rh*e
tun€s the I00's with rollover-into thejaltuos
t-i-" *" rbt Tte oui€r kn;bdu"ired
r*€d rn tne
eLaps€d iimer
lh€
wben
iime
tle
s.l
il;-;-d;-G-;
-
;'ilil;;. il" ;;ii
poT'.:{-l:]9-: ;ly'i
' controls primary power
l'o
i-- oFF.position appliee.primarv
,receivex..frrther
-irii.'
ca'$ei tbe audio output t,o b€
clockwise rotation rncreases &uttro t"u"t lua;6't"ti'"g
oFF/voLUME
'ciiil; coNIRoL (oFF/vOL)
il;:
ii,t"J
ual"ss rb" re"eiuer is locked on a valid st'ation
Fieure 1. Kine Disital
*,#i";""t;ti
and rndicators
""""ols
SUPPLEMENT 27
1 June 1987
3of8
SECTION 9
SUPPLEMENTS
MODEL 406
SE1'/RESET BUT'TON (SET/RST)
elapsed timer wherher
- The set/reset
it is being d)splayed or nor.
button when D.essed resets rh€
FLIGHT TIME/ELAPSIID TIME MODE SELECTOR BUTTON GLT/ET) The
Flight Time./Elaps€d Time mode selector button wben pressed altemarely selects either
Flight Tim€r mode or Elapsed Time. mode
FREQUENCY TRANSFER BUTTON (FRe) - The FRe transfer button when Dressed
erchanges the active and standby frequencies. The new frequency becomes active ard me
former aciive frequency goes into standby.
BFO BUTTON
- The BFO button
position. (See note under item 3.)
selects
the BFO mode when in the
depressed
ADF BUITON - The ADF button selects either the ANT mode or the ADF mode. The
ANT mode is selecied with the ADF burton in the out position. The ADF mode is
selected with the ADF button in the dep.essed posirion.
INDEX (ROTATABIE CAR.D) , Indicates r€lativ€, nagnetic, or true heading of air-
plane, as selected by HDC control.
POINTER_- Indicatps station bearing in desrees of azimuth, rclative to the nose of me
alrplane. when headins conrrcl is adjusrad, indicat€s rehtive, Dagnetic, o. rrue beanng
16.
ITEADING CARD CONTROL
Deanng rnronnatron.
(HDc)
Rotat€s card to s€t
in relative, magnetic, or rrue
77. DOUBLE-BAR POINTER - Indicat€s bea.ing of selected ADF station.
I8. HEADING INDEX - Indicates the ai.plane masnetic heading on the azimuth card.
19-
ROTATING AZIMUIH CARD Slaved to remore heading source; mtates as th€
airplane .turns so that the airplane magnetic heading is contiruously displayed at me
Figure 1. King Digital ADF Operating Controls and Indicators
(sheer 3 of 3)
SUPPLEMENT 27
4ofB
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
SECTION 2
LIMITATIONS
There is no change to ihe airplane limitations when this avionic
is installed.
sEcTloN
3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this
equipment is installed.
SECTION 4
NORMAL PROCEDURES
TO OPERATE AS AN AUTOMATTC DIRECTION FINDER:
1. OFF/VOL Control .. ON.
i. F""qu".t"y Selector Knobs -- SELECT desired frequency in the
frequencY disPlaY.
--3. FRb Bu;ton FRESS to move the desired frequency from the
active Position.
to t}le-SinafnR/PHONE
Selector Pushbutton(s) Switch (on audio cona. abf
trol panel) -- SELECT as desired.
Control -- SET to desired volume level'
5. OFFTVOL
e. ebf gtit"t -- SELECT ADF mode and note relative bearing on indicator.
ADF TEST (PRE-FLIGHT
OT
IN-FLIGHT):
1. ADF Button -- SELECT ANT mode and note pointer moves
90oposition.
pointer moves
2. ADi'Button -- SELECT ADF mode and not€
pointer sluggishness'
hesitation to the station bearing. Excessive
n
weak or a system malfuncing
ins or reversals indicate a signal that is loo weal
tron.
TO OPERATE BFO:
1.
2.
OFF/VOL Control -- ON.
BFO Button -- PRESS on.
SUPPLEMENT 27
1 June 1987
50Td
SECTION 9
SUPPLEMENTS
3.
4.
MODEL 406
ADF SPEAKER/PHONE Selector Buttons (on audio control panel)
SET to desired mode.
VOL Control - ADJUST to desired listeninE level.
NOTE
A
1000-Hz tone and Morse Code identifier is heard in the audio
output when a CW sigral is received.
OPERATE FLIGHT TIMER:
1.
2.
3.
OFF/VOL Control -, ON.
FLT/ET Button -- PRESS (once or twice) until FLT is annunciated.
Timer begins counting at takeoff and "holds" at touchdown.
OFF/VOL Control -- OtrF and then ON if it is desired to reset the flisht
tlmer.
OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
1.
2.
3.
4.
5.
6.
OFF/VOL Control -- ON.
ADF Button -- SELECT ANT mode.
Frequency Selector Knobs -- SELECT desired frequency in the staldby
frequency display.
FRQ Button -- PR"ESS to move the desired frequency from the Btandby
to the active position.
ADF SPEAKER/PHONE Selector Buttons (on audio control panel) -SET to desired mode.
VOL Control -- ADJUS'I to desired listening level.
OPERATE ELAPSED TIME TIMER.COUNT UP MODE:
1.
2.
3.
4.
5.
OFF/VOL Control - ON.
FLT/ET Button -- PRESS (once or twice) untit FLT is annunciated.
SET/RST Buttoq - PRESS until the ET annunciation besins to flash.
SET/RST Butr,on -- PRESS to start timer.
SET/RST Button -- PRESS to stop time!. Timer will reset zero. When
the SET/RST button is released the timer will start to count asain
unless the SET/RST bu+tpn is held until the ET annunciation flashei.
NOTE
The Standby Frequency which is in memory while Flight Time
or or Elapsed fime modes are being displayed may be called
back by pressing the FRQ button, then transfered to active use
by pressing the FRQ butLon again.
SUPPLEMENT 27
6of8
1 June 1987
sEcroN 9
SUPPLEMENTS
MODEL 406
TO OPERATE ELAPSED TIME TIMER-COUNT DOWN MODE:
1.
2.
3.
4.
OFF/VOL Control -- ON.
fiiini g"fio" -- PRESS (once or tq'ice) until ET is annunciated'
sei'/RSt Srtt"" -- PRESS until the ET annunciation begins to flash'
FREOUENCY SELECTOR KNOBS -- SET desired time in the e
tge. the 1's' Thc
li-" ii"pf"v. The small knob is pulled out tqknob
tunes minutes up
inoU i" io"it"a in io tune the 10's. The outer
59 minut€s.
NOTE
after
Selector knobs remain in the time set mode for 15 seconds
ift"-i..i "tt"v
is pressed.
or until the SET/RST, FLT/ET or FRQ button
SET/RST Button -- PRESS to start couutdown' When the
i"""fr"" o, it will start to count up as display flashes for 15 seconds'
NOTE
Wirile FLT or ET are displayed, the active frequency on the left
the frequency
side of the window may be changed by using
gtored st€ndby lreselector knobs, wiihout any effect on rhe
queucy or the other modes.
ADF OPERATIONAL NOTES:
PHENOM'
ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY
ENA:
United States, the FCC, which assigns -AM radio frequencies' occaIn the
an area'
*'lff- u".ign the s"ame frequency Lo more than one- station, in
sl'ations to
from
such stations
ftom
signals
cause
may
"iotruiiu
bff""i,
Night
Night
as
i:iilii
such
Certain conditions,
"".iiti."-"..
^"v
when using AM broadcast
iftft should be take; in; consideration
.r"tf"r.
station for navigation.
phenomena may occasionally -distort reception so
Sunspots
-Jig"li" - and atmospheric
For this
overlap.
f".- t*o stations on the same frequency will
of. the- station being
identification
positive
make
io
wise
alwavs
is
;;;;:"it
i"iJ,'U" "Ut"n"iJ the tunciton selictor to ANT and listening for station call
lett€rs.
tft"t
SUPPLEMENT 27
1 June 1987
7
oII
SECTION 9
SUPPLEMENTS
MODEL 406
STORMST
In the vicinity of electrical su)rms, an ADF indicator pointer tends to swin€i
from the station tuned toward the center of the storm.
NIGHT EFFECT:
This is a disturbance particularly strong just after sunset and just after dawn.
pornter may swing
indicator pointer
An AlJl
Ar
ADF
{DF mdrcator
swrng erratlcally
possible,
erraticallv at these times. lf
erratically
If possible,
oossible. tune
to the most powerful station at the lowest frequency. If this is not possible, take
the average of pointer oscillations to det€rmine relative station bea ng.
MOUNTAIN EFFECT:
Radio waves reflecting from the surface of mountains may cause the pointer
bearing. This should be taken into accouni
when taking bearings over mountainous terrain.
to fluctuate or show an erroneous
COASTAL REFRACTION:
Radio waves may be refracted when passing from land to sea or when moving
parallel to the coastline. This also should be taken into account.
SECTION 5
PERFORMANCE
There is no cbalge to the airplane performance when this avionic equipment
is installed. However, the installation of an externally mount€d antenna or related
ext€rnal ant€nnas, will regult in a minor reduction in cruise performance.
SUPPLEMENT 27
8of8
'| June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
SUPPLEMENT
KING DIGITAL COMM
(Type KY-196)
SECTION
1
GENERAL
The King KY-196 Digitat Comm, Shown in Figule 1' c.oLsrsls of a nanelmounted receiver-tlansmitter. The set includes a ?20-channel Vtt! communrca1
iio""- t"""it"*tt-"mitter which receiveg and transmits signals between
and 135.975 MHz with 25-kHz spacing'
KY-196 hae four modes of operation: Frequengy mode; Channel mode;
The
mode ol
Freouencv mode
o-^-^*-r-- mode;
mode' The Frequency
T\rning mode.
Direct T\rninc
---i Programming
Channel
-^i.. r)irorr
frequency
standby
in
ihe
frequency
tune
a
aUt" ihe;ilot to .-i 6.tiua franrrpnnips- The Channel mode
-':';i....- j1^-- li^
-+^-nL.,, and active fr-equencies'
"""."ti*
the standby
"nip-nop"
Channel numbers to be recalled
"iJitr""
;J;;d;"G""i*
-J-ii" ".-".ponding
is momentarilv displaved in the ac^tive (USE)
chu.'r,"l n,t-b""
;":;;;;;Til
i."o,l"n"v altpluv and the conesponding frequency is displayed in rhe STANDBY
pllot t' progam
f""ouenc-v displav. The Channel Programming mode allows the
T\rning mode
Direct
The
of
operation
*ode
Ctt""t"r
in"
i;;;;"'";;i;;
"""-i"
*rii"n aro*t freq'encv changes to be made directlv into the
i:: ;;::l:;;-;il
active frequincY disPlaY'
Large self-diurming gas discharge readouts- displav
-:!..
'1" :"3:yI11t:I
featur"
fti- tso s ,tiiq,l"-'nip-flop" pre-select
rvui
rrreqr'!
TPt^"-t
"."t#g'i""q"*"-i"".-C-ft'"
one tiequency rn [ne slal
to store
"ir-t"r"ft""g"
the; inst.antly with the touch of a button' Both the called
il""
frequencies are stored in a circuit component
standby
thJ
ii;.SEi."a
b"ei"oli'ieb";rr"Jiv irt"."6r" Read ontv Memory) thaL provides
.non-volatile
and prograrnmed channels so that when the radio is turned
i"."*"
"f'fi"qt"""iei
tn"n back on, channel inlormation is retained'
oii
Eta!ur6
I::
"ia
an automatic squelch To override the automatic
The COMM incorporates
is pulled out Push the knob back in t'o
knob
c'ontiol
ifti"".ft-"
."""f"it,
relactivate the automatic squelch.
SUPPLEMENT 28
1 June 1987
1of
I
SECTION 9
SUPPLEMENIS
MODEL 406
OPERATING COMM FREQUENCY DISPLAY (USE) - Displays active communication frequency or the cbann€I number when selecting or programming channels.
TRANSMIT INDICATOR
tmnsmit mode.
, "T,
appears
to indicat€ that the
transceiver
is in
me
3. STANDBI
COMM FREQUENCY DISPLAY (STANDBY) - Disptays Btsrdby commu,
nication frequeDcy or during channel pro$ameing the programrned frequeoiy is dis-
I.
I,,TOOT
a.
TNBQUENCY/CHANNEL SELECTOR:
FREQUENCY
MODE
The outer, lalge! sele€tor knob is used to chanse the MHz
portion of the frequency display: the smalt knob chanses the kHz p6rtion. This
smalle_r k-nob
is designed to .hange rhe indicated frequenry in sr,ps of sd-kHz when ;t
f!t{ -11, and in 25 kHz steps when it is pu ed out. At eitirer band_edge of the
f8-135 MHz frequency spectrum, sn offscab;ot tion will wrap the displa! around
f_
the other frequency band-edge (i.e_, 185 MHz advances to 118 MHz).
b. CHANNEL MODE - The small knob
when pulted out s€lects channels
I thru
9.
Channel numb€B without. a programmed frequency will be skipped. The s€lected
urranner numDer w'lt b€ dl.sptay€d for approximately 2 seconds in active frcquency
drspky and. ihe conesponding programmed fr€quency is displayed in the stsndby
rrequency drsphy. lhe out€r, larger s€lector knob snd the $rxaller knob (when it is
pNhed in) tunction as described in "a". except that the smaller knob always changes
the indicat€d frequency in 25-kHz steps.
c. CHANNEL
PROGRAMMINC MODE
channels 0 thru 9.
- The
small knob when pulled out
serecrc
(1).
.With Channel 0 displayed , The smal knob when pushed in setects either , ,
which indicat* opemtion in the Frequency mode or UUU which indicates operation
in the Channel
Elode.
Figure 1. King KY-196 Tranceiver (Sheet 1 of 2)
SUPPLEMENT 28
2ot8
1 June 1987
sEcTtoN 9
SUPPLEMENTS
MODEL 406
(2) With a Channel Number I thlu 9 displaved - wiih small knob pushed in' s€lects
ihi frequency in the standby display in 25 KHz st€ps. The out€r' larger selector knob
functions as desnibed in "a".
d. DIRECT-TUMNC MODE - The
kDobs tunction as descdbed
COMM VOLUME CONTROL (OFF/PULL TEST)
in "a"'
- Rotarv switch/potentiometlr
which, when turned clockwise, applies power t the KY-196 and adjr8ts volume of
communication rec€iver audio. WL-n puiled out disables automatic squelch and allows
bsckground nois€ to be heaid to vedfy squelch test.
(<+) - Int€'-changes-the frequencies
sf,tNosv displays. when pressed and held depressed for.3 S€conals,
ahe usE
"ita
Programming mod€. When held depressed while the radro power 1l
select€ the Cb-annel
tumed on, selects the Direct-Tuning mode
COMM FREQUENCY TRANSFER BUTTON
i;
Figure 1. King KY-196 Tranceiver (Sheet 2 of 2)
SUPPLEMENT 28
1 June 1987
3of8
SECTION 9
MODEL 406
SUPPLEMENTS
All controls for the Kine KY-196 are
mounted on the front Danel
of the
-transmitt€r. Control lighting is provided by the instrument panel flood
system. Operation and description of the audio control panel used rn
with this radio are shown and described in Supplement 26 in Section
of this handbook.
SECTION 2
LIMITATIONS
There is no change to the ai4larre limitations when this avionic equipment
is installed.
sEcTroN 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic
pment is installed. However, if the frequency readouts fail, the following
should be followed.
RADIO DISPLAY FAILURE:
1.
COMM Volume Control (OFF/PULL TEST -- TURN counterclockwise
to OFF position.
2.
3.
-- PRESS and HOLD DEPRESSED.
COMM Transfer Button (+)
COMM Volume Control (OFF/PULL TEST) -- TURN clockwise; pull
out and adjust to desired audio level; push control back in to activate the
automatic squelch.
NOTE
The radio is now in the Direct Tuning Mode. The active and
standby ftequencies are set tp 120.00 MHz. The frequency selector knobs can be used to dilectly tune the active hequency.
4.
MODEAREQUENCY/CHANNEL Selector - The outer, larger selector
knob will change the numbers to the left of the decimal one MHz per
click. The smaller knob when pushed in changes the number to the right
of the decimal 50 kHz per click and 25 kHz per click when pulled out.
Therefore if the frequency 121.50 was desired, the larger knob would be
turned one click clockwise and the smalle! knob pushed in and tumed 10
clicks either clockwise or counterclockwise.
SUPPLEMENT 28
4of8
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
SECTION 4
NORMAL PROCEDURES
OPERATING MODE SELECTION'
1. COMM Volume Conhol (OFF/?ULL TEST) -- TURN clockwise until
radio comes on.
2. Coili4 Transfer Button ('<+) '- PRESS and HOLD DEPRESSED
3.
"'
selector .-- lul-l our and
ilbffETFiiEanENcY/cHANNEL
-tmall
(0)
appears in the active flequency
zero
unti.l
knob
iib-t"ale tl"
for three secondB.
n.
displav.
RoTATE'
i,r-6frinnEeuENcY/CHANNEL Selector -- PUSH IN and
Select either --- or UUU'
freWten the MODE Selector knob is rotat€d, the standby
que""v Jispluv
*i[
altemate between --- and UUU'
a. The FREQUENCY Mode is selected when dashes (--) are
pLaved.
t. lTi drfeNNel, Mode is select€d when (UUU) is displaved'
-- PRESS to retum to the
5. COMM Trarefer Button (*)
operating mode.
NOTE
th€ unit will
Aft.er 20 seconds of no switch/selector activity',
mooe'
op€latrng
autoDatically retum to the select€d
FREOUENCY MODE
t?ivV#r.ift iiiot{-nncervEn-rRAN
sM
lrrE
R o PERArlo
N:
-- SET tpthis mdio'
Selector Switch (on audio control .panel).
1. MIC
^Sfi;fiil/iioNE
(on
control panel) -- sET
audio
Selectoi-B'rttons
;.
this radio,
:.
" 6drriffi'voru-"
;;;.al,l"lL
,.
Control (OFF/PULL TEST) -- TURN clockwise'
aoi""a u"dio leve! push control back in to activate
-ilSo'6li#b"t!"$;ocY/cHANNEL serector Knobs sELEcr
"F".t#y"'$"iff*J+8flt.s"1GJ.*1,;.i*i:3,B"5*ll;i;'SUPPLEMENT 28
1 June 1987
5of8
SECTION 9
SUPPLEMENTS
MODEL 406
Mike Button:
To Transmit -- DEPRESS and SPEAK into microDhone.
a.
NOTE
o During COMM trarsmission, a lighted ,,T, will
appear between
the "USE" and 'STANDBY" displays to indicat€ that the transceiver is operating in the transmit mode.
a
Phone sidetone may be eelected by pushing the AUTO selector
button (on audio control panel) in the phone position,
b.
To Receive -- RELEASE mike button.
CHANNEL MODE
MMUMCATION RECETVER-TRANSMITTER OPERATION:
1.
2.
3.
4.
MIC Selector Switch (on audio control panel) -- SET to this radio.
SPEAKER/PHONE Selector Buttons (on audio control panel) -- SET t
this radio.
COMM Volume Control (OFF/PULL TEST) -- TURN clockwise: pull
out and adjust to desired audio leve! push control back in to activate'the
automatic squelch.
MODEAREQUENCY/CHANNEL Setector Knobs -- SELECT desired
operating channel (Pull out and rotate smaller knob).
NOTE
The Channel number will be displayed in the active display and
the correspo-nding programmed frequency in rhe standbi display. The Channel number will only be displayed for approx!
mately 2 seconds, after which the o ginal aitive frequency will
again be displayed.
COMM Tr-ansfer Button (+)
-- PRESS to transfe! the progratlmed
frequency ftom the "STANDBY" display into the "USE" dispiay.
MIC Button:
6.
a.
To Transmit -- DEPRESS and SPEAX into microphone.
NOTE
.
qurilq_qOMM transmission, a light€d ,"T" will appear between
the'USE" and "STANDBY" displays to indicate that the tra.rl_
sceive! is operating in the transmit mode.
SUPPLEMENT 28
6of8
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
a
selector
Phone sidetone may be selected by pushing the .AUTO
button (on audio control panel) in the phoDe posrtron'
CHANNEL PROGRAMMING MODE OPERATION:
1.
COMM Transfer Button
z.
aecon(l8.
--
PRESS and HOLD depressed for
ftriiiHlrnneuENCY/cHANNEL selector Krobs -- OPERATE as fol
lows:
until the desired
Knob -- PULL OUT and ROTATE
-"]""S-"U
n"-Ue. (1 tbfl 9) apPears in the active display'
b. Smslt Knob -- PUSH IN.
L"tg"i Xt"U -- ROTATE to select the MHz portion of the
".
a.
e.
f.
of the frequencv
the- kHz
-portion
Bteps'
25
kHz
in
is
changed
frequency
ttte
in Gs--ode,
to I channels;
i""*"i i""u -- ROT;\TE'Io pro$am in up
Lo ---' When
135
from
countprcloikwise
--or
i"
fr;i--l18
whose
chamel
i" tft" CUel.INnl mode, any
Siilfiti<".t
-- ROTATE to select
u"tit At tU"
desired channels are programmed'
COMM T"aosfer Button -- PRESS to return to the
s€lected
mode.
NOTE
o- After 20 seconds of no switch/selector activity'. the unit will
automatically retuin to the selected operating mode'
q,still
a While in the Channel Programming mode the. radio
unantuned to the active frequency which was active when lhe
nel Programning mode was entered
DIRECT-TUNING MODE OPERATION:
1.
z.
COMM Volume Control (OFF/PULL TEST) -- TURN
to OFF Position'
b"OMU
ti"-"r"r
Button
(<-)
-- PRESS and HOLD DEPRESSED.
SUPPLEMENT 28
1 June 1987
7 ol
8
SECTION 9
SUPPLEMENTS
3.
MODEL 406
COMM Volume Control (OFF/PULL TEST) -- TURN clockwise until
radio comes on.
NOTE
The radio is now in the DIRECT-TUNING mode. Both the
active and standby frequencies are set to 120.0 MHz and the
radio tuning set to the FREQUENCY mode of opemtion. When
the MODEAREQUENCY/CHANNEL selector knobs are rctated, the frequency change will be made directly into the active
frequency display.
MODE/I'REQUENCY/CHANNEL
Selector -- ROTATE to directly se-
lect active frequency.
r ) -- PRESS whenever
COMM Transfer Button ( .
return to the FREQUENCY mode of operation.
it
is desired to
sEcTtoN 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment
inetalled. However, this installation of an externally mounted ant€nna or
several related extemal ani€nnas, will reeult in a minor reduction in cmise
is
Derfolmance.
SUPPLEMENT 28
SofB
1 June 1987
SECTION 9
SUPPLEMENTS
MODEL 406
SUPPLEMENT
KING DME
(Type KN'63)
sEcTloN
1
GENERAL
DME (Tlpe KN-63) is the airborne ."interrogator" portion ofin-a
The Ki.ng
-tu'"tu.
wbich supplies continuous' accurate'-slant range distance
""ui*iion
n""d g"ound shtion t'o an airplane in flight'
ii"-?rii"t'ril^
ri t:t":5d,lt--t*"IH:
lvr selection of the
---- operating
-r '
Except
D^LEP! for
9tr1nnet,.;vhl9)
King DME is capable
navigation receiver frequency sele( Iwitches, the r.r\r
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